Vehicle

ABSTRACT

When a first driver setting mode indicates an “OFF mode” or an “AUTO mode,” a VP accepts a light operation mode request from an ADK. When an operation is performed by a user, the VP changes an operation mode of a headlight in accordance with the operation by the user. When the operation by the user has not been performed, the VP changes the operation mode of the headlight in accordance with the light operation mode request.

This is a continuation of U.S. application Ser. No. 17/659,541, filed onApr. 18, 2022, which is a continuation of U.S. application Ser. No.17/153,930, filed on Jan. 21, 2021, which is based on Japanese PatentApplication No. 2020-015727 filed with the Japan Patent Office on Jan.31, 2020, the entire contents of which are hereby incorporated byreference.

BACKGROUND Field

The present disclosure relates to a vehicle capable of autonomousdriving.

Description of the Background Art

A technique relating to autonomous driving of a vehicle has recentlybeen developed. For example, Japanese Patent Laying-Open No. 2018-132015discloses a vehicle including a motive power system that manages motivepower of the vehicle in a centralized manner, a power supply system thatmanages supply of electric power to various vehicle-mounted devices in acentralized manner, and an autonomous driving system that carries outautonomous driving control of the vehicle in a centralized manner.

SUMMARY

While autonomous driving is being carried out, a vehicle is controlledin accordance with an instruction from an autonomous driving system.While autonomous driving is being carried out, various devices such as aheadlight, a hazard light, a front windshield wiper, and a rearwindshield wiper can also be controlled in accordance with aninstruction from the autonomous driving system.

Determination as to operations by the various devices (for example,timing of turn-on of the headlight or operation timing of the frontwindshield wiper) may be different among users. Therefore, duringautonomous driving, determination by the autonomous driving system as tooperations by the various devices and determination as to operations bythe various devices by the user who is in a vehicle may be differentfrom each other. When the various devices are controlled in accordancewith determination by the autonomous driving system in such a case, theuser may feel uncomfortable.

The present disclosure was made to solve the problem above, and anobject of the present disclosure is to suppress uncomfortable feelinggiven to a user during autonomous driving due to a difference indetermination as to operations by various devices between an autonomousdriving system and the user.

(1) A vehicle according to the present disclosure is a vehicle on whichan autonomous driving system is mountable, and the vehicle includes avehicle platform that controls the vehicle in accordance with aninstruction from the autonomous driving system and a vehicle controlinterface that interfaces between the vehicle platform and theautonomous driving system. The vehicle platform includes a headlightsystem, a hazard light system, a front windshield wiper system, and arear windshield wiper system. The vehicle platform sets an operationmode of each of the headlight system, the hazard light system, the frontwindshield wiper system, and the rear windshield wiper system inaccordance with an operation mode request for each of the headlightsystem, the hazard light system, the front windshield wiper system, andthe rear windshield wiper system received from the autonomous drivingsystem and/or an operation by a user onto an operation apparatusprovided for each of the headlight system, the hazard light system, thefront windshield wiper system, and the rear windshield wiper system. Thevehicle platform sets the operation mode with the operation by the userbeing prioritized over the operation mode request.

According to the configuration, for setting of the operation mode of theheadlight system, the hazard light system, the front windshield wipersystem, and the rear windshield wiper system, an operation by a user isprioritized over an operation mode request from the autonomous drivingsystem. Thus, even during autonomous driving, the user can set theoperation mode of the headlight system, the hazard light system, thefront windshield wiper system, and the rear windshield wiper system.Therefore, uncomfortable feeling given to the user during autonomousdriving can be suppressed.

(2) In one embodiment, when the operation mode of the headlight systemhas been set to a first prescribed mode by the operation by the user,the vehicle platform sets the operation mode of the headlight system inaccordance with the operation mode request.

(3) In one embodiment, when the operation mode of the headlight systemhas been set to a mode other than the first prescribed mode by theoperation by the user, the vehicle platform does not set the operationmode of the headlight system in accordance with the operation moderequest.

(4) In one embodiment, the first prescribed mode includes an OFF modeand an AUTO mode. The OFF mode is a mode in which a headlight is turnedoff. The AUTO mode is a mode in which the operation mode of theheadlight system is automatically set by the vehicle platform.

According to the configuration in (2) to (4), an operation mode requestfrom the autonomous driving system is accepted only when the operationmode of the headlight system has been set to the first prescribed mode(the OFF mode or the AUTO mode) by the operation by the user. When theuser has set the operation mode of the headlight system to the OFF modeor the AUTO mode, the user is estimated to have left setting of theoperation mode of the headlight system to the autonomous driving systemor the vehicle. Therefore, by accepting the operation mode request fromthe autonomous driving system only in such a case, uncomfortable feelinggiven to the user can be suppressed.

(5) In one embodiment, when the operation mode of the front windshieldwiper system has been set to a second prescribed mode by the operationby the user, the vehicle platform sets the operation mode of the frontwindshield wiper system in accordance with the operation mode request.

(6) In one embodiment, when the operation mode of the front windshieldwiper system has been set to a mode other than the second prescribedmode by the operation by the user, the vehicle platform does not set theoperation mode of the front windshield wiper system in accordance withthe operation mode request.

(7) In one embodiment, the second prescribed mode includes an OFF modeand an Auto mode. The OFF mode is a mode in which a front windshieldwiper is stopped. The Auto mode is a mode in which the operation mode ofthe front windshield wiper system is automatically set by the vehicleplatform.

According to the configuration in (5) to (7), the operation mode requestfrom the autonomous driving system is accepted only when the operationmode of the front windshield wiper system has been set to the secondprescribed mode (the OFF mode or the Auto mode) by the operation by theuser. When the user has set the operation mode of the front windshieldwiper system to the OFF mode or the Auto mode, the user is estimated tohave left setting of the operation mode of the front windshield wipersystem to the autonomous driving system or the vehicle. Therefore, byaccepting the operation mode request from the autonomous driving systemonly in such a case, uncomfortable feeling given to the user can besuppressed.

(8) In one embodiment, the front windshield wiper system includes as theoperation mode, an intermittent operation mode in which a frontwindshield wiper is intermittently operated. When the operation mode ofthe front windshield wiper system has been set to the intermittentoperation mode, the vehicle platform sets an operation interval inaccordance with an operation interval request that indicates theoperation interval of the front windshield wiper in the intermittentoperation mode received from the autonomous driving system and/or theoperation by the user onto the operation apparatus. The vehicle platformsets the operation interval with the operation by the user beingprioritized over the operation interval request.

According to the configuration, for setting of the operation interval ofthe front windshield wiper in the intermittent operation mode, theoperation by the user is prioritized over the operation interval requestfrom the autonomous driving system. Thus, even during autonomousdriving, the user can set the operation interval of the front windshieldwiper in the intermittent operation mode. Therefore, uncomfortablefeeling given to the user during autonomous driving can be suppressed.

The foregoing and other objects, features, aspects and advantages of thepresent disclosure will become more apparent from the following detaileddescription of the present disclosure when taken in conjunction with theaccompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a diagram showing overview of a MaaS system in which a vehicleaccording to an embodiment of the present disclosure is used.

FIG. 2 is a diagram showing a detailed configuration of a vehiclecontrol interface, a VP, and an ADK.

FIG. 3 is a diagram for illustrating a light operation mode request.

FIG. 4 is a flowchart showing a procedure of processing for setting anoperation mode of a headlight.

FIG. 5 is a diagram for illustrating a hazard light operation moderequest.

FIG. 6 is a flowchart showing a procedure of processing for setting anoperation mode of a hazard light.

FIG. 7 is a diagram for illustrating a front windshield wiper operationmode request.

FIG. 8 is a flowchart showing a procedure of processing for setting anoperation mode of a front windshield wiper.

FIG. 9 is a diagram for illustrating a front windshield wiper operationinterval request in an intermittent operation mode.

FIG. 10 is a diagram for illustrating a rear windshield wiper operationmode request.

FIG. 11 is a flowchart showing a procedure of processing for setting anoperation mode of a rear windshield wiper.

FIG. 12 is a diagram of an overall configuration of MaaS.

FIG. 13 is a diagram of a system configuration of a MaaS vehicle.

FIG. 14 is a diagram showing a typical flow in an autonomous drivingsystem.

FIG. 15 is a diagram showing an exemplary timing chart of an APIrelating to stop and start of the MaaS vehicle.

FIG. 16 is a diagram showing an exemplary timing chart of the APIrelating to shift change of the MaaS vehicle.

FIG. 17 is a diagram showing an exemplary timing chart of the APIrelating to wheel lock of the MaaS vehicle.

FIG. 18 is a diagram showing a limit value of variation in tire turningangle.

FIG. 19 is a diagram illustrating intervention by an accelerator pedal.

FIG. 20 is a diagram illustrating intervention by a brake pedal.

FIG. 21 is a diagram of an overall configuration of MaaS.

FIG. 22 is a diagram of a system configuration of a vehicle.

FIG. 23 is a diagram showing a configuration of supply of power of thevehicle.

FIG. 24 is a diagram illustrating strategies until the vehicle is safelybrought to a standstill at the time of occurrence of a failure.

FIG. 25 is a diagram showing arrangement of representative functions ofthe vehicle.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

An embodiment of the present disclosure will be described below indetail with reference to the drawings. The same or correspondingelements in the drawings have the same reference characters allotted anddescription thereof will not be repeated.

<Overall Configuration>

FIG. 1 is a diagram showing overview of a mobility as a service (MaaS)system in which a vehicle according to an embodiment of the presentdisclosure is used.

Referring to FIG. 1 , this MaaS system includes a vehicle 10, a dataserver 500, a mobility service platform (which is also referred to as“MSPF” below) 600, and autonomous driving related mobility services 700.

Vehicle 10 includes a vehicle main body 100 and an autonomous drivingkit (which is also referred to as “ADK” below) 200. Vehicle main body100 includes a vehicle control interface 110, a vehicle platform (whichis also referred to as “VP” below) 120, and a data communication module(DCM) 190.

Vehicle 10 can carry out autonomous driving in accordance with commandsfrom ADK 200 attached to vehicle main body 100. Though FIG. 1 showsvehicle main body 100 and ADK 200 at positions distant from each other,ADK 200 is actually attached to a rooftop or the like of vehicle mainbody 100. ADK 200 can also be removed from vehicle main body 100. WhileADK 200 is not attached, vehicle main body 100 can travel by manualdriving by a user. In this case, VP 120 carries out travel control(travel control in accordance with an operation by a user) in a manualmode.

Vehicle control interface 110 can communicate with ADK 200 over acontroller area network (CAN) or Ethernet®. Vehicle control interface110 receives various commands from ADK 200 by executing a prescribedapplication program interface (API) defined for each communicatedsignal. Vehicle control interface 110 provides a state of vehicle mainbody 100 to ADK 200 by executing a prescribed API defined for eachcommunicated signal.

When vehicle control interface 110 receives a command from ADK 200, itoutputs a control command corresponding to the command to VP 120.Vehicle control interface 110 obtains various types of information onvehicle main body 100 from VP 120 and outputs the state of vehicle mainbody 100 to ADK 200. A configuration of vehicle control interface 110will be described in detail later.

VP 120 includes various systems and various sensors for controllingvehicle main body 100. VP 120 carries out various types of vehiclecontrol in accordance with a command given from ADK 200 through vehiclecontrol interface 110. Namely, as VP 120 carries out various types ofvehicle control in accordance with a command from ADK 200, autonomousdriving of vehicle 10 is carried out. A configuration of VP 120 willalso be described in detail later.

ADK 200 includes an autonomous driving system (which is also referred toas “ADS” below) for autonomous driving of vehicle 10. ADK 200 creates,for example, a driving plan of vehicle 10 and outputs various commandsfor traveling vehicle 10 in accordance with the created driving plan tovehicle control interface 110 in accordance with the API defined foreach command. ADK 200 receives various signals indicating states ofvehicle main body 100 from vehicle control interface 110 in accordancewith the API defined for each signal and has the received vehicle statereflected on creation of the driving plan. A configuration of ADK 200(ADS) will also be described later.

DCM 190 includes a communication interface for vehicle main body 100 towirelessly communicate with data server 500. DCM 190 outputs varioustypes of vehicle information such as a speed, a position, or anautonomous driving state to data server 500. DCM 190 receives fromautonomous driving related mobility services 700 through MSPF 600 anddata server 500, for example, various types of data for management oftravel of an autonomous driving vehicle including vehicle 10 by mobilityservices 700.

MSPF 600 is an integrated platform to which various mobility servicesare connected. In addition to autonomous driving related mobilityservices 700, not-shown various mobility services (for example, variousmobility services provided by a ride-share company, a car-sharingcompany, an insurance company, a rent-a-car company, and a taxi company)are connected to MSPF 600. Various mobility services including mobilityservices 700 can use various functions provided by MSPF 600 by usingAPIs published on MSPF 600, depending on service contents.

Autonomous driving related mobility services 700 provide mobilityservices using an autonomous driving vehicle including vehicle 10.Mobility services 700 can obtain, for example, operation control data ofvehicle 10 that communicates with data server 500 and/or informationstored in data server 500 from MSPF 600, by using the APIs published onMSPF 600. Mobility services 700 transmit, for example, data for managingan autonomous driving vehicle including vehicle 10 to MSPF 600, by usingthe API.

MSPF 600 publishes APIs for using various types of data on vehiclestates and vehicle control necessary for development of the ADS. An ADSprovider can use as the APIs, the data on the vehicle states and vehiclecontrol necessary for development of the ADS stored in data server 500.

<Configuration of Vehicle>

FIG. 2 is a diagram showing a detailed configuration of vehicle controlinterface 110, VP 120, and ADK 200. Referring to FIG. 2 , ADK 200includes a compute assembly 210, a human machine interface (HMI) 230,sensors for perception 260, sensors for pose 270, and a sensor cleaning290.

During autonomous driving of vehicle 10, compute assembly 210 obtainsinformation on an environment around the vehicle and a pose, a behavior,and a position of vehicle 10 with various sensors which will bedescribed later. Compute assembly 210 obtains a state of vehicle 10 fromVP 120 through vehicle control interface 110 and sets a next operation(acceleration, deceleration, or turning) of vehicle 10. Compute assembly210 outputs various instructions for realizing a set next operation ofvehicle 10 to vehicle control interface 110.

HMI 230 accepts an input operation from a user for vehicle 10. HMI 230can accept, for example, an input by a touch operation onto a displayscreen and/or an audio input. HMI 230 presents information to a user ofvehicle 10 by showing information on the display screen. HMI 230 maypresent information to the user of vehicle 10 by voice and sound inaddition to or instead of representation of information on the displayscreen. HMI 230 provides information to the user and accepts an inputoperation, for example, during autonomous driving, during manual drivingby a user, or at the time of transition between autonomous driving andmanual driving.

Sensors for perception 260 include sensors that perceive an environmentaround the vehicle, and are implemented, for example, by at least any oflaser imaging detection and ranging (LIDAR), a millimeter-wave radar,and a camera.

The LIDAR measures a distance based on a time period from emission ofpulsed laser beams (infrared rays) until return of the emitted beamsreflected by an object. The millimeter-wave radar measures a distanceand/or a direction to an object by emitting radio waves short inwavelength to the object and detecting radio waves that are reflectedand return from the object. The camera is arranged, for example, on arear side of a room mirror in a compartment and shoots an image of thefront of vehicle 10. As a result of image processing onto images shot bythe camera, another vehicle, an obstacle, or a human in front of vehicle10 can be recognized. Information obtained by sensors for perception 260is output to compute assembly 210.

Sensors for pose 270 detect a pose, a behavior, or a position of vehicle10. Sensors for pose 270 include, for example, an inertial measurementunit (IMU) and a global positioning system (GPS).

The IMU detects, for example, an acceleration in a front-rear direction,a lateral direction, and a vertical direction of vehicle 10 and anangular velocity in a roll direction, a pitch direction, and a yawdirection of vehicle 10. The GPS detects a position of vehicle 10 basedon information received from a plurality of GPS satellites that orbitthe Earth. Information obtained by sensors for pose 270 is output tocompute assembly 210.

Sensor cleaning 290 can remove soiling attached to various sensors.Sensor cleaning 290 removes soiling on a lens of the camera or a portionfrom which laser beams and/or radio waves are emitted, for example, witha cleaning solution and/or a wiper.

Vehicle control interface 110 includes a vehicle control interface box(VCIB) 111A and a VCIB 111B. Each of VCIBs 111A and 111B includes anelectronic control unit (ECU), and specifically contains a centralprocessing unit (CPU) and a memory (a read only memory (ROM) and arandom access memory (RAM)) (neither of which is shown). VCIB 111A andVCIB 111B are basically equivalent in function to each other. VCIB 111Aand VCIB 111B are partially different from each other in a plurality ofsystems connected thereto that make up VP 120.

Each of VCIBs 111A and 111B is communicatively connected to computeassembly 210 of ADK 200 over the CAN or the like. VCIB 111A and VCIB111B are communicatively connected to each other.

Each of VCIBs 111A and 111B relays various instructions from ADK 200 andprovides them as control commands to VP 120. More specifically, each ofVCIBs 111A and 111B executes a program stored in a memory, convertsvarious instructions provided from ADK 200 into control commands to beused for control of each system of VP 120, and provides the convertedcontrol commands to a destination system. Each of VCIBs 111A and 111Bprocesses or relays various types of vehicle information output from VP120 and provides the vehicle information as a vehicle state to ADK 200.

For at least one of systems of VP 120 such as a brake system and asteering system, VCIBs 111A and 111B are configured to be equivalent infunction to each other so that control systems between ADK 200 and VP120 are redundant. Therefore, when some kind of failure occurs in a partof the system, the function (turning or stopping) of VP 120 can bemaintained by switching between the control systems as appropriate ordisconnecting a control system where failure has occurred.

VP 120 includes brake systems 121A and 121B, steering systems 122A and122B, an electric parking brake (EPB) system 123A, a P-Lock system 123B,a propulsion system 124, a pre-crash safety (PCS) system 125, and a bodysystem 126.

Brake system 121B, steering system 122A, EPB system 123A, P-Lock system123B, propulsion system 124, and body system 126 of the plurality ofsystems of VP 120 are communicatively connected to VCIB 111A through acommunication bus.

Brake system 121A, steering system 122B, and P-Lock system 123B of theplurality of systems of VP 120 are communicatively connected to VCIB111B through a communication bus.

Brake systems 121A and 121B can control a plurality of brakingapparatuses (not shown) provided in wheels of vehicle 10. The brakingapparatus includes, for example, a disc brake system that is operatedwith a hydraulic pressure regulated by an actuator. Brake system 121Aand brake system 121B may be equivalent in function to each other.Alternatively, any one of brake systems 121A and 121B may be able toindependently control braking force of each wheel and the other thereofmay be able to control braking force such that equal braking force isgenerated in the wheels.

A wheel speed sensor 127 is connected to brake system 121B. Wheel speedsensor 127 is provided in each wheel of vehicle 10. Wheel speed sensor127 detects a rotation speed and a rotation direction of a wheel. Wheelspeed sensor 127 outputs the detected rotation speed and rotationdirection of the wheel to brake system 121B. For example, wheel speedsensor 127 provides pulses different between during rotation in adirection of forward travel of vehicle 10 and during rotation in adirection of rearward travel of vehicle 10. Brake system 121B fixes orconfirms the rotation direction of each wheel based on the pulses fromwheel speed sensor 127. Then, brake system 121B provides informationindicating the fixed rotation direction of each wheel to VCIB 111A.

Brake system 121B determines whether or not vehicle 10 has come to astandstill based on the fixed rotation direction of each wheel.Specifically, when the speed of all wheels is set to zero and when acertain time period has elapsed since the speed of all wheels was set to0, brake system 121B determines that vehicle 10 has come to astandstill. When brake system 121B determines that vehicle 10 has cometo a standstill, the brake system provides information indicating“Standstill” to VCIB 111A.

Each of brake systems 121A and 121B receives a command from ADK 200 as acontrol command through vehicle control interface 110 and generates abraking instruction to the braking apparatus in accordance with thecontrol command. For example, brake systems 121A and 121B control thebraking apparatus based on a braking instruction generated in one ofbrake systems 121A and 121B, and when a failure occurs in one of thebrake systems, the braking apparatus is controlled based on a brakinginstruction generated in the other brake system.

Steering systems 122A and 122B can control a steering angle of asteering wheel of vehicle 10 with a steering apparatus (not shown). Thesteering apparatus includes, for example, rack-and-pinion electric powersteering (EPS) that allows adjustment of a steering angle by anactuator.

Steering systems 122A and 122B are equivalent in function to each other.Each of steering systems 122A and 122B receives a command from ADK 200as a control command through vehicle control interface 110 and generatesa steering instruction to the steering apparatus in accordance with thecontrol command. For example, steering systems 122A and 122B control thesteering apparatus based on the steering instruction generated in one ofsteering systems 122A and 122B, and when a failure occurs in one of thesteering systems, the steering apparatus is controlled based on asteering instruction generated in the other steering system.

A pinion angle sensor 128A is connected to steering system 122A. Apinion angle sensor 128B is connected to steering system 122B. Each ofpinion angle sensors 128A and 128B detects an angle of rotation (apinion angle) of a pinion gear coupled to a rotation shaft of theactuator. Pinion angle sensors 128A and 128B output detected pinionangles to steering systems 122A and 122B, respectively.

EPB system 123A can control an EPB (not shown) provided in at least anyof wheels. The EPB is provided separately from the braking apparatus,and fixes a wheel by an operation of an actuator. The EPB, for example,activates a drum brake for a parking brake provided in at least one ofwheels of vehicle 10 to fix the wheel. The EPB activates a brakingapparatus to fix a wheel, for example, with an actuator capable ofregulating a hydraulic pressure to be supplied to the braking apparatusseparately from brake systems 121A and 121B. EPB system 123A receives acommand from ADK 200 as a control command through vehicle controlinterface 110 and controls the EPB in accordance with the controlcommand.

P-Lock system 123B can control a P-Lock apparatus (not shown) providedin a transmission of vehicle 10. The P-Lock apparatus fixes rotation ofan output shaft of the transmission by fitting a protrusion provided ata tip end of a parking lock pawl into a tooth of a gear (locking gear)provided as being coupled to a rotational element in the transmission. Aposition of the parking lock pawl is adjusted by an actuator. P-Locksystem 123B receives a command from ADK 200 as a control command throughvehicle control interface 110 and controls the P-Lock apparatus inaccordance with the control command.

Propulsion system 124 can switch a shift range with the use of a shiftapparatus (not shown) and can control driving force of vehicle 10 in adirection of travel that is generated from a drive source (not shown).The shift apparatus can select any of a plurality of shift ranges. Thedrive source includes, for example, a motor generator and/or an engine.Propulsion system 124 receives a command from ADK 200 as a controlcommand through vehicle control interface 110 and controls the shiftapparatus and the drive source in accordance with the control command.

PCS system 125 is communicatively connected to brake system 121B. PCSsystem 125 carries out control to avoid collision of vehicle 10 or tomitigate damage by using a result of detection by a camera/radar 129.For example, PCS system 125 detects an object in front and determineswhether or not vehicle 10 may collide with the object based on adistance to the object. When PCS system 125 determines that there ispossibility of collision with the object, it outputs a brakinginstruction to brake system 121B so as to increase braking force.

Body system 126 controls, for example, various devices in accordancewith a state or an environment of travel of vehicle 10. The variousdevices include, for example, a direction indicator, a headlight, ahazard light, a horn, a front windshield wiper, and a rear windshieldwiper. Body system 126 receives a command from ADK 200 as a controlcommand through vehicle control interface 110 and controls the variousdevices in accordance with the control command. The various devices areeach separately provided with an operation apparatus manually operableby a user (a driver).

Determination as to operations by the various devices (for example,timing of turn-on of the headlight or operation timing of the frontwindshield wiper) may be different among users. Therefore, duringautonomous driving, determination by ADK 200 as to operations by thevarious devices may be different from determination as to operations bythe various devices by the user who is in vehicle 10. When the variousdevices are controlled in accordance with determination by ADK 200 insuch a case, the user may feel uncomfortable. Then, in the presentembodiment, when an operation is performed by the user onto theoperation apparatus for each of the headlight, the hazard light, thefront windshield wiper, and the rear windshield wiper among the variousdevices, the operation by the user is prioritized over an instruction (acommand) from ADK 200. By prioritizing the operation by the user,uncomfortable feeling given to the user can be suppressed. Details ofthe headlight, the hazard light, the front windshield wiper, and therear windshield wiper will sequentially be described below.

<Headlight>

The headlight includes a “TAIL mode,” a “HEAD mode,” an “AUTO mode,” a“HI mode,” and an “OFF mode” as operation modes. The “TAIL mode” refersto a mode in which a parking light (a sidelight) is turned on. The “HEADmode” refers to a mode in which the headlight is turned on and set tolow beam. The “AUTO mode” refers to a mode in which VP 120 (body system126 in the present embodiment) automatically sets the operation modebased on brightness around vehicle 10. The “HI mode” refers to a mode inwhich the headlight is turned on and set to high beam. The “OFF mode”refers to a mode in which the headlight is turned off.

The user can set the operation mode of the headlight by performing anoperation onto the operation apparatus (for example, a light switch).The operation apparatus provides to VP 120 (body system 126) everyprescribed control cycle, a signal (which is also referred to as “afirst driver input (Headlight_Driver_Input) below) indicating theoperation mode (which is also referred to as a “first driver settingmode” below) of the headlight set by the operation by the user. VP 120recognizes the first driver setting mode based on the first driver inputreceived from the operation apparatus.

When the first driver setting mode indicates the “OFF mode” or the “AUTOmode,” VP 120 accepts a command from ADK 200. This is because, when theuser has set the operation mode of the headlight system to the OFF modeor the AUTO mode, the user is estimated to have left setting of theoperation mode of the headlight system to ADK 200 or vehicle main body100. Specifically, ADK 200 provides a light operation mode request(Headlight_Mode_Command) indicating an illumination state of theheadlight to vehicle control interface 110 every prescribed controlcycle. Vehicle control interface 110 that has received the lightoperation mode request generates a control command corresponding to thelight operation mode request and provides the generated control commandto VP 120 (body system 126). That is, Headlight_Mode_Command is acommand to control the headlight mode of the vehicle platform (VP 120).When the first driver setting mode indicates the “OFF mode” or the “AUTOmode,” VP 120 sets the operation mode of the headlight in accordancewith the control command. When the first driver setting mode indicatesneither the “OFF mode” nor the “AUTO mode,” that is, when the firstdriver setting mode indicates the “TAIL mode,” the “HEAD mode,” or the“HI mode,” VP 120 does not accept a command from ADK 200. A valuecorresponding to the operation mode requested by ADK 200 is set in thelight operation mode request provided from ADK 200 in accordance withcontents in FIG. 3 which will be described below.

FIG. 3 is a diagram for illustrating a light operation mode request.FIG. 3 shows relation between a light operation mode request and acorresponding value. Specifically, a value is shown in a field “value”and a light operation mode request is shown in a field “Description”.Remarks are given in a field “remarks”.

Referring to FIG. 3 , a value 0 indicates that “there is no request (Norequest).” Though detailed description will be provided later, the value0 is set when a current operation mode is maintained. A value 1indicates a “TAIL mode request.” A value 2 indicates a “HEAD moderequest.” A value 3 indicates an “AUTO mode request.” A value 4indicates a “HI mode request.” A value 5 indicates an “OFF moderequest.” Though values 6 and 7 are not used in the present embodiment,they can also be set and used as appropriate.

When vehicle control interface 110 receives the light operation moderequest from ADK 200, it generates a control command corresponding to avalue indicated in the light operation mode request and provides thecontrol command to VP 120. When the light operation mode requestindicates the value 0, vehicle control interface 110 generates a controlcommand indicating “No request” and provides the control command to VP120. When the light operation mode request indicates the value 1,vehicle control interface 110 generates a control command indicating the“TAIL mode request” and provides the control command to VP 120. When thelight operation mode request indicates the value 2, vehicle controlinterface 110 generates a control command indicating the “HEAD moderequest” and provides the control command to VP 120. When the lightoperation mode request indicates the value 3, vehicle control interface110 generates a control command indicating the “AUTO mode request” andprovides the control command to VP 120. When the light operation moderequest indicates the value 4, vehicle control interface 110 generates acontrol command indicating the “HI mode request” and provides thecontrol command to VP 120. When the light operation mode requestindicates the value 5, vehicle control interface 110 generates a controlcommand indicating the “OFF mode request” and provides the controlcommand to VP 120.

When the first driver setting mode indicates the “OFF mode” or the “AUTOmode,” VP 120 accepts a control command. When the first driver settingmode does not indicate the “OFF mode” or the “AUTO mode,” that is, whenthe first driver setting mode indicates the “TAIL mode,” the “HEADmode,” or the “HI mode,” VP 120 does not accept the control command.While the first driver setting mode indicates the “OFF mode” or the“AUTO mode,” VP 120 sets the operation mode of the headlight to the“TAIL mode” when it receives the control command indicating the “TAILmode request,” VP 120 sets the operation mode of the headlight to the“HEAD mode” when it receives the control command indicating the “HEADmode request,” VP 120 sets the operation mode of the headlight to the“AUTO mode” when it receives the control command indicating the “AUTOmode request,” VP 120 sets the operation mode of the headlight to the“HI mode” when it receives a control command indicating the “HI moderequest,” and VP 120 sets the operation mode of the headlight to the“OFF mode” when it receives a control command indicating the “OFF moderequest.”

When VP 120 receives the control command indicating “No request” whilethe first driver setting mode indicates the “OFF mode” or the “AUTOmode,” it maintains the current operation mode.

When the user has changed the first driver setting mode by performing anoperation onto the operation apparatus, VP 120 sets the operation modeof the headlight not in accordance with the control command but inaccordance with the changed first driver setting mode. In other words,VP 120 prioritizes the operation by the user (a first driver input) overthe command from ADK 200.

FIG. 4 is a flowchart showing a procedure of processing for setting anoperation mode of the headlight. Processing in the flowchart in FIG. 4is repeatedly performed in VP 120 every prescribed control cycle. Thoughan example in which processing in the flowchart in FIG. 4 and FIGS. 6,8, and 11 which will be described later is performed by softwareprocessing by VP 120 is described, a part or the entirety thereof may beimplemented by hardware (electric circuitry) made in VP 120.

VP 120 determines whether or not the first driver setting mode indicatesthe “OFF mode” or the “AUTO mode” (a step 1, the step being abbreviatedas “S” below). When the first driver setting mode indicates the “TAILmode,” the “HEAD mode,” or the “HI mode” (NO in S1), VP 120 maintainsthe first driver setting mode as the operation mode of the headlight andthe process returns. In other words, VP 120 does not accept a commandfrom ADK 200.

When the first driver setting mode indicates the “OFF mode” or the “AUTOmode” (YES in S1), VP 120 determines whether or not the user hasperformed an operation onto the operation apparatus (S2). In otherwords, VP 120 determines whether or not the first driver setting modehas been changed.

When the user has performed an operation onto the operation apparatus(YES in S2), VP 120 changes the operation mode of the headlight to thefirst driver setting mode indicated by the operation by the user (S3).

When the user has not performed an operation onto the operationapparatus (NO in S2), VP 120 determines whether or not the lightoperation mode request from ADK 200 indicates “No request” (S4). VP 120determines contents of the light operation mode request based on acontrol command from vehicle control interface 110.

When the light operation mode request indicates “No request” (YES inS4), VP 120 maintains the current operation mode (S5).

When the light operation mode request indicates a request other than “Norequest” (NO in S4), VP 120 changes the operation mode of the headlightto the operation mode indicated in the light operation mode request(S6).

As set forth above, when the first driver setting mode indicates the“OFF mode” or the “AUTO mode,” VP 120 sets the operation mode of theheadlight in accordance with the light operation mode request from ADK200. By accepting the light operation mode request from ADK 200 onlywhen the user is estimated to have left setting of the operation mode ofthe headlight system to ADK 200 or vehicle main body 100, uncomfortablefeeling given to the user during autonomous driving can be suppressed.When the user has performed an operation onto the operation apparatus,VP 120 prioritizes the operation by the user over the light operationmode request from ADK 200. By prioritizing the operation by the userover determination by ADK 200 during autonomous driving, uncomfortablefeeling given to the user during autonomous driving can be suppressed.

<Hazard Light>

The hazard light includes an “OFF mode” and an “ON mode” as operationmodes. The “OFF mode” refers to a mode in which the hazard light isturned off. The “ON mode” refers to a mode in which the hazard lightflashes.

The user can set the operation mode of the hazard light by performing anoperation onto the operation apparatus (for example, a hazard lightswitch). The operation apparatus provides to VP 120 (body system 126)every prescribed control cycle, a signal (which is also referred to as a“second driver input” below) indicating the operation mode (which isalso referred to as a “second driver setting mode” below) of the hazardlight set by the operation by the user. VP 120 recognizes the seconddriver setting mode based on the second driver input received from theoperation apparatus.

VP 120 accepts a command from ADK 200. Specifically, ADK 200 provides ahazard light operation mode request (Hazardlight_Mode_Command)indicating an illumination state of the hazard light to vehicle controlinterface 110 every prescribed control cycle. Vehicle control interface110 that has received the hazard light operation mode request generatesa control command corresponding to the hazard light operation moderequest and provides the generated control command to VP 120 (bodysystem 126). VP 120 sets the operation mode of the hazard light inaccordance with the control command. That is, Hazardlight_Mode_Commandis a command to control the hazardlight mode of the vehicle platform (VP120). A value corresponding to the operation mode requested by ADK 200is set in the hazard light operation mode request provided from ADK 200in accordance with contents in FIG. 5 which will be described below.

FIG. 5 is a diagram for illustrating a hazard light operation moderequest. FIG. 5 shows relation between a hazard light operation moderequest and a corresponding value. Specifically, a value is shown in afield “value” and a hazard light operation mode request is shown in afield “Description”. Remarks are given in a field “remarks”.

Referring to FIG. 5 , a value 0 indicates a command for the hazard light“OFF”, that is, turn-off of the hazard light. A value 1 indicates acommand for the hazard light “ON”, that is, flashing of the hazardlight.

When vehicle control interface 110 receives the hazard light operationmode request from ADK 200, it generates a control command correspondingto a value indicated in the hazard light operation mode request andprovides the control command to VP 120. When the hazard light operationmode request indicates the value 0, vehicle control interface 110generates a control command indicating “OFF” and provides the controlcommand to VP 120. When the hazard light operation mode requestindicates the value 1, vehicle control interface 110 generates a controlcommand indicating “ON” and provides the control command to VP 120.

When VP 120 receives the control command indicating “OFF”, it sets theoperation mode of the hazard light to the “OFF mode,” and when VP 120receives the control command indicating “ON”, it sets the operation modeof the hazard light to the “ON mode.”

When the user has changed the second driver setting mode by performingan operation onto the operation apparatus, VP 120 sets the operationmode of the hazard light not in accordance with the control command butin accordance with the changed second driver setting mode. In otherwords, VP 120 prioritizes the operation by the user (a second driverinput) over the command from ADK 200.

FIG. 6 is a flowchart showing a procedure of processing for setting anoperation mode of the hazard light. Processing in the flowchart in FIG.6 is repeatedly performed in VP 120 every prescribed control cycle.

VP 120 determines whether or not the user has performed an operationonto the operation apparatus (S11). In other words, VP 120 determineswhether or not the second driver setting mode has been changed.

When the user has performed an operation onto the operation apparatus(YES in S11), VP 120 changes the operation mode of the hazard light tothe second driver setting mode indicated by the operation by the user(S12).

When the user has not performed an operation onto the operationapparatus (NO in S11), VP 120 determines whether or not the hazard lightoperation mode request from ADK 200 indicates “ON” (S13). VP 120determines contents of the hazard light operation mode request based ona control command from vehicle control interface 110.

When the hazard light operation mode request indicates “ON” (YES inS13), VP 120 sets the operation mode of the hazard light to the ON modeand has the hazard light flash (S14). When the hazard light operationmode request indicates “OFF” (NO in S13), VP 120 sets the operation modeof the hazard light to the OFF mode and turns off the hazard light(S15).

As set forth above, VP 120 changes the operation mode of the hazardlight in accordance with the hazard light operation mode request fromADK 200. When the user has performed an operation, VP 120 prioritizesthe operation by the user over the hazard light operation mode requestfrom ADK 200. By prioritizing the operation by the user overdetermination by ADK 200 during autonomous driving, uncomfortablefeeling given to the user during autonomous driving can be suppressed.

<Front Windshield Wiper>

The front windshield wiper includes an “OFF mode,” a “Lo mode,” a “Himode,” an “intermittent operation mode,” an “Auto mode,” and a “Mistmode” as operation modes. The “OFF mode” refers to a mode in which thefront windshield wiper is stopped. The “Lo mode” refers to a mode inwhich the front windshield wiper is operated at a first speed. The “Himode” refers to a mode in which the front windshield wiper is operatedat a second speed higher than the first speed. The “intermittentoperation mode” refers to a mode in which the front windshield wiper isintermittently operated. Though details will be described later, anoperation interval of the front windshield wiper is set in theintermittent operation mode. The “Auto mode” refers to a mode in whichVP 120 automatically selects the Lo mode or the Hi mode based on aresult of detection by a raindrop sensor provided in a windshield. The“Mist mode” refers to a mode in which the front windshield wiper isactivated only a prescribed number of times (for example, once).

The user can set the operation mode of the front windshield wiper byperforming an operation onto the operation apparatus (for example, awindshield wiper switch). The operation apparatus provides to VP 120(body system 126) every prescribed control cycle, a signal (which isalso referred to as a “third driver input(Windshieldwiper_Front_Driver_Input)” below) indicating an operationmode (which is also referred to as a “third driver setting mode” below)of the front windshield wiper set by the operation by the user. VP 120recognizes the third driver setting mode based on the third driverinput.

When the third driver setting mode indicates the “OFF mode” or the “Automode,” VP 120 accepts a command from ADK 200. This is because, when theuser has set the operation mode of the front windshield wiper system tothe OFF mode or the AUTO mode, the user is estimated to have leftsetting of the operation mode of the front windshield wiper system toADK 200 or vehicle main body 100. Specifically, ADK 200 provides a frontwindshield wiper operation mode request(Windshieldwiper_Mode_Front_Command) that indicates an operation stateof the front windshield wiper to vehicle control interface 110 everyprescribed control cycle. Vehicle control interface 110 that hasreceived the front windshield wiper operation mode request generates acontrol command corresponding to the front windshield wiper operationmode request and provides the generated control command to VP 120 (bodysystem 126). That is, Windshieldwiper_Mode_Front_Command is a command tocontrol the front windshield wiper of the vehicle platform (VP 120).When the third driver setting mode indicates the “OFF mode” or the “Automode,” VP 120 sets the operation mode of the front windshield wiper inaccordance with the control command. When the third driver setting modeindicates neither the “OFF mode” nor the “Auto mode,” that is, when thethird driver setting mode indicates the “Lo mode,” the “Hi mode,” the“intermittent operation mode,” or the “Mist mode,” VP 120 does notaccept a command from ADK 200. A value corresponding to the operationmode requested by ADK 200 is set in the front windshield wiper operationmode request provided from ADK 200 in accordance with contents in FIG. 7which will be described below.

FIG. 7 is a diagram for illustrating a front windshield wiper operationmode request. FIG. 7 shows relation between a front windshield wiperoperation mode request and a corresponding value. Specifically, a valueis shown in a field “value” and a front windshield wiper operation moderequest is shown in a field “Description”. Remarks are given in a field“remarks”.

Referring to FIG. 7 , a value 0 indicates a “stop request (an OFF moderequest).” A value 1 indicates a “Lo mode request.” A value 2 indicatesa “Hi mode request.” A value 3 indicates an “intermittent operation moderequest (Intermittent mode request).” A value 4 indicates an “Auto moderequest.” A value 5 indicates a “Mist mode request.” Though values 6 and7 are not used in the present embodiment, they can also be set and usedas appropriate.

When vehicle control interface 110 receives the front windshield wiperoperation mode request from ADK 200, it generates a control commandcorresponding to a value indicated in the front windshield wiperoperation mode request and provides the control command to VP 120. Whenthe front windshield wiper operation mode request indicates the value 0,vehicle control interface 110 generates a control command indicating the“OFF mode request” and provides the control command to VP 120. When thefront windshield wiper operation mode request indicates the value 1,vehicle control interface 110 generates a control command indicating the“Lo mode request” and provides the control command to VP 120. When thefront windshield wiper operation mode request indicates the value 2,vehicle control interface 110 generates a control command indicating the“Hi mode request” and provides the control command to VP 120. When thefront windshield wiper operation mode request indicates the value 3,vehicle control interface 110 generates a control command indicating the“Intermittent mode request” and provides the control command to VP 120.When the front windshield wiper operation mode request indicates thevalue 4, vehicle control interface 110 generates a control commandindicating the “Auto mode request” and provides the control command toVP 120. When the front windshield wiper operation mode request indicatesthe value 5, vehicle control interface 110 generates a control commandindicating the “Mist mode request” and provides the control command toVP 120.

When the third driver setting mode indicates the “OFF mode” or the “Automode,” VP 120 accepts a control command. When the third driver settingmode does not indicate the “OFF mode” or the “Auto mode,” that is, whenthe third driver setting mode indicates the “Lo mode,” the “Hi mode,”the “intermittent operation mode,” or the “Mist mode,” VP 120 does notaccept the control command. While the third driver setting modeindicates the “OFF mode” or the “Auto mode,” VP 120 sets the operationmode of the front windshield wiper to the “OFF mode” when it receivesthe control command indicating the “OFF mode request,” VP 120 sets theoperation mode of the front windshield wiper to the “Lo mode” when itreceives the control command indicating the “Lo mode request,” VP 120sets the operation mode of the front windshield wiper to the “Hi mode”when it receives the control command indicating the “Hi mode request,”VP 120 sets the operation mode of the front windshield wiper to the“intermittent operation mode” when it receives the control commandindicating the “Intermittent mode request,” VP 120 sets the operationmode of the front windshield wiper to the “Auto mode” when it receivesthe control command indicating the “Auto mode request,” and VP 120 setsthe operation mode of the front windshield wiper to the “Mist mode” whenit receives a control command indicating the “Mist mode request.”

When the user has changed the third driver setting mode by performing anoperation onto the operation apparatus, VP 120 sets the operation modeof the front windshield wiper not in accordance with the control commandbut in accordance with the changed third driver setting mode. In otherwords, VP 120 prioritizes the operation by the user (a third driverinput) over the command from ADK 200.

FIG. 8 is a flowchart showing a procedure of processing for setting anoperation mode of the front windshield wiper. Processing in theflowchart in FIG. 8 is repeatedly performed in VP 120 every prescribedcontrol cycle.

VP 120 determines whether or not the third driver setting mode indicatesthe “OFF mode” or the “Auto mode” (S21). When the third driver settingmode indicates the “Lo mode,” the “Hi mode,” the “intermittent operationmode,” or the “Mist mode” (NO in S21), VP 120 maintains the third driversetting mode as the operation mode of the front windshield wiper and theprocess returns. In other words, VP 120 does not accept a command fromADK 200.

When the third driver setting mode indicates the “OFF mode” or the “Automode” (YES in S21), VP 120 determines whether or not the user hasperformed an operation onto the operation apparatus (S22). In otherwords, VP 120 determines whether or not the third driver setting modehas been changed.

When the user has performed an operation onto the operation apparatus(YES in S22), VP 120 changes the operation mode of the front windshieldwiper to the third driver setting mode indicated by the operation by theuser (S23).

When the user has not performed an operation onto the operationapparatus (NO in S22), VP 120 determines whether or not the frontwindshield wiper operation mode request from ADK 200 indicates the“Intermittent mode request” (S24). VP 120 determines contents of thefront windshield wiper operation mode request based on a control commandfrom vehicle control interface 110.

When the front windshield wiper operation mode request indicates arequest other than the “Intermittent mode request” (NO in S24), VP 120changes the operation mode of the front windshield wiper to theoperation mode indicated in the front windshield wiper operation moderequest (S26).

When the front windshield wiper operation mode request indicates the“Intermittent mode request” (YES in S24), VP 120 sets the operation modeto the intermittent operation mode (S25). An operation interval of thefront windshield wiper in the intermittent operation mode is set inaccordance with the command from ADK 200. The operation interval of thefront windshield wiper in the intermittent operation mode will bedescribed below.

In the present embodiment, “FAST”, “SECOND FAST,” “THIRD FAST,” and“SLOW” can be set as the operation interval of the front windshieldwiper in the intermittent operation mode. The operation interval of thefront windshield wiper increases in the order of “FAST”, “SECOND FAST,”“THIRD FAST,” and “SLOW”.

When ADK 200 provides the “Intermittent mode request” as the frontwindshield wiper operation mode request, it provides, in addition to the“Intermittent mode request,” an operation interval request(Windshieldwiper_Intermittent_Wiping_Speed_Command) indicating theoperation interval in the intermittent operation mode of the frontwindshield wiper to vehicle control interface 110. Vehicle controlinterface 110 that has received the “Intermittent mode request” and the“operation interval request” generates a control command correspondingto the intermittent operation mode request and the operation intervalrequest and provides the generated control command to VP 120. When VP120 sets the operation mode of the front windshield wiper to theintermittent operation mode, it sets the operation interval of the frontwindshield wiper in the intermittent operation mode in accordance withthe control command. That is,Windshieldwiper_Intermittent_Wiping_Speed_Command is a command tocontrol the windshield wiper actuation interval at the intermittentmode.

The user can also set the operation interval of the front windshieldwiper in the intermittent operation mode by performing an operation ontothe operation apparatus. When the user sets the operation interval ofthe front windshield wiper in the intermittent operation mode byperforming an operation onto the operation apparatus, VP 120 applies theoperation interval set through the operation apparatus.

FIG. 9 is a diagram for illustrating a front windshield wiper operationinterval request in the intermittent operation mode. FIG. 9 showsrelation between an operation interval request and a correspondingvalue. Specifically, a value is shown in a field “value” and anoperation interval request is shown in a field “Description”. A field“remarks” is used when there are remarks.

Referring to FIG. 9 , a value 0 indicates “FAST”. A value 1 indicates“SECOND FAST.” A value 2 indicates “THIRD FAST.” A value 3 indicates“SLOW”.

When vehicle control interface 110 receives the operation intervalrequest from ADK 200, it generates a control command corresponding to avalue indicated in the operation interval request and provides thecontrol command to VP 120. Specifically, when the operation intervalrequest indicates the value 0, vehicle control interface 110 generatesthe control command indicating “FAST” and provides the control commandto VP 120. When the operation interval request indicates the value 1,vehicle control interface 110 generates the control command indicating“SECOND FAST” and provides the control command to VP 120. When theoperation interval request indicates the value 2, vehicle controlinterface 110 generates the control command indicating “THIRD FAST” andprovides the control command to VP 120. When the operation intervalrequest indicates the value 3, vehicle control interface 110 generatesthe control command indicating “SLOW” and provides the control commandto VP 120.

While the operation mode of the front windshield wiper is set to theintermittent operation mode, VP 120 sets the operation interval of thefront windshield wiper to “FAST” when it receives the control commandindicating “FAST”, VP 120 sets the operation interval of the frontwindshield wiper to “SECOND FAST” when it receives the control commandindicating “SECOND FAST,” VP 120 sets the operation interval of thefront windshield wiper to “THIRD FAST” when it receives the controlcommand indicating “THIRD FAST,” and VP 120 sets the operation intervalof the front windshield wiper to “SLOW” when it receives the controlcommand indicating “SLOW”.

When the user has changed the operation interval of the front windshieldwiper by performing an operation onto the operation apparatus, VP 120changes the operation interval of the front windshield wiper not inaccordance with the control command but in accordance with the operationby the user. In other words, VP 120 prioritizes the operation by theuser over the command from ADK 200.

As set forth above, while the third driver setting mode indicates the“OFF mode” or the “Auto mode,” VP 120 sets the operation mode of thefront windshield wiper in accordance with the front windshield wiperoperation mode request from ADK 200. By accepting the front windshieldwiper operation mode request from ADK 200 only when the user isestimated to have left setting of the operation mode of the frontwindshield wiper system to ADK 200 or vehicle main body 100,uncomfortable feeling given to the user during autonomous driving can besuppressed. When the user has performed an operation, VP 120 prioritizesthe operation by the user over the front windshield wiper operation moderequest from ADK 200. By prioritizing the operation by the user overdetermination by ADK 200 during autonomous driving, uncomfortablefeeling given to the user during autonomous driving can be suppressed.

VP 120 sets the operation interval of the front windshield wiper in theintermittent operation mode in accordance with the operation intervalrequest from ADK 200. When the user has performed an operation, VP 120prioritizes the operation by the user over the operation intervalrequest from ADK 200. By prioritizing the operation by the user overdetermination by ADK 200 during autonomous driving, uncomfortablefeeling given to the user during autonomous driving can be suppressed.

<Rear Windshield Wiper>

The rear windshield wiper includes an “OFF mode,” a “Lo mode,” and an“intermittent operation mode” as operation modes. The “OFF mode” refersto a mode in which the rear windshield wiper is stopped. The “Lo mode”refers to a mode in which the rear windshield wiper is operated at aprescribed speed. The “intermittent operation mode” refers to a mode inwhich the rear windshield wiper is intermittently operated. Theoperation interval of the rear windshield wiper in the intermittentoperation mode in the present embodiment is fixed to a prescribedinterval. The operation interval of the rear windshield wiper may be setsimilarly to the front windshield wiper described above.

The user can set the operation mode of the rear windshield wiper byperforming an operation onto the operation apparatus (for example, awindshield wiper switch). The operation apparatus provides to VP 120(body system 126) every prescribed control cycle, a signal (which isalso referred to as a “fourth driver input” below) indicating anoperation mode (which is also referred to as a “fourth driver settingmode” below) of the rear windshield wiper set by the operation by theuser. VP 120 recognizes the fourth driver setting mode based on thefourth driver input.

VP 120 accepts a command from ADK 200. Specifically, ADK 200 provides arear windshield wiper operation mode request(Windshieldwiper_Mode_Rear_Command) that indicates an operation state ofthe rear windshield wiper to vehicle control interface 110 everyprescribed control cycle. Vehicle control interface 110 that hasreceived the rear windshield wiper operation mode request generates acontrol command corresponding to the rear windshield wiper operationmode request and provides the generated control command to VP 120 (bodysystem 126). VP 120 sets the operation mode of the rear windshield wiperin accordance with the control command. That is,Windshieldwiper_Mode_Rear_Command is a command to control the rearwindshield wiper mode of the vehicle platform (VP 120). A valuecorresponding to the operation mode requested by ADK 200 is set in therear windshield wiper operation mode request provided from ADK 200 inaccordance with contents in FIG. 10 which will be described below.

FIG. 10 is a diagram for illustrating a rear windshield wiper operationmode request. FIG. 10 shows relation between a rear windshield wiperoperation mode request and a corresponding value. Specifically, a valueis shown in a field “value” and a rear windshield wiper operation moderequest is shown in a field “Description”. Remarks are given in a field“remarks”.

Referring to FIG. 10 , a value 0 indicates a “stop request (OFF moderequest).” A value 1 indicates a “Lo mode request.” A value 3 indicatesan “intermittent operation mode request (Intermittent mode request).”Though values 2 and 4 to 7 are not used in the present embodiment, theycan also be set and used as appropriate.

When vehicle control interface 110 receives the rear windshield wiperoperation mode request from ADK 200, it generates a control commandcorresponding to a value indicated in the rear windshield wiperoperation mode request and provides the control command to VP 120. Whenthe rear windshield wiper operation mode request indicates the value 0,vehicle control interface 110 generates a control command indicating the“OFF mode request” and provides the control command to VP 120. When therear windshield wiper operation mode request indicates the value 1,vehicle control interface 110 generates a control command indicating the“Lo mode request” and provides the control command to VP 120. When therear windshield wiper operation mode request indicates the value 3,vehicle control interface 110 generates a control command indicating the“Intermittent mode request” and provides the control command to VP 120.

VP 120 sets the operation mode to the “OFF mode” when it receives thecontrol command indicating the “OFF mode request,” VP 120 sets theoperation mode to the “Lo mode” when it receives the control commandindicating the “Lo mode request,” and VP 120 sets the operation mode tothe “intermittent operation mode” when it receives a control commandindicating the “Intermittent mode request.”

When the user has changed the fourth driver setting mode by performingan operation onto the operation apparatus, VP 120 sets the operationmode of the rear windshield wiper not in accordance with the controlcommand but in accordance with the changed fourth driver setting mode.In other words, VP 120 prioritizes the operation by the user (the fourthdriver input) over the command from ADK 200.

FIG. 11 is a flowchart showing a procedure of processing for setting anoperation mode of the rear windshield wiper. Processing in the flowchartin FIG. 11 is repeatedly performed in VP 120 every prescribed controlcycle.

VP 120 determines whether or not the user has performed an operationonto the operation apparatus (S31). In other words, VP 120 determineswhether or not the fourth driver setting mode has been changed.

When the user has performed an operation onto the operation apparatus(YES in S31), VP 120 changes the operation mode of the rear windshieldwiper to the fourth driver setting mode indicated by the operation bythe user (S32).

When the user has not performed an operation onto the operationapparatus (NO in S31), VP 120 changes the operation mode of the rearwindshield wiper to the operation mode indicated in the rear windshieldwiper operation mode request from ADK 200 (S33).

As set forth above, VP 120 changes the operation mode of the rearwindshield wiper in accordance with the rear windshield wiper operationmode request from ADK 200. When the user has performed an operation,however, VP 120 prioritizes the operation by the user over the rearwindshield wiper operation mode request from ADK 200. By prioritizingthe operation by the user over determination by ADK 200 duringautonomous driving, uncomfortable feeling given to the user duringautonomous driving can be suppressed.

[Aspects]

The exemplary embodiment described above will be understood by a personskilled in the art as a specific example of aspects below.

(Clause 1) A vehicle according to one aspect is a vehicle on which anautonomous driving system is mountable. The vehicle includes a vehicleplatform that controls the vehicle in accordance with an instructionfrom the autonomous driving system and a vehicle control interface thatinterfaces between the vehicle platform and the autonomous drivingsystem. The vehicle platform includes a headlight system, a hazard lightsystem, a front windshield wiper system, and a rear windshield wipersystem. The vehicle platform sets an operation mode of each of theheadlight system, the hazard light system, the front windshield wipersystem, and the rear windshield wiper system in accordance with (i) anoperation mode request for each of the headlight system, the hazardlight system, the front windshield wiper system, and the rear windshieldwiper system received from the autonomous driving system and/or (ii) anoperation by a user onto an operation apparatus provided for each of theheadlight system, the hazard light system, the front windshield wipersystem, and the rear windshield wiper system. The vehicle platform setsthe operation mode with the operation by the user being prioritized overthe operation mode request.

(Clause 2) In the vehicle described in Clause 1, when the operation modeof the headlight system has been set to a first prescribed mode by theoperation by the user, the vehicle platform sets the operation mode ofthe headlight system in accordance with the operation mode request.

(Clause 3) In the vehicle described in Clause 2, when the operation modeof the headlight system has been set to a mode other than the firstprescribed mode by the operation by the user, the vehicle platform doesnot set the operation mode of the headlight system in accordance withthe operation mode request.

(Clause 4) In the vehicle described in Clause 2 or 3, the firstprescribed mode includes an “OFF mode” and an “AUTO mode.” The “OFFmode” is a mode in which a headlight is turned off. The “AUTO mode” is amode in which the operation mode of the headlight system isautomatically set by the vehicle platform.

(Clause 5) In the vehicle described in Clause 1, when the operation modeof the front windshield wiper system has been set to a second prescribedmode by the operation by the user, the vehicle platform sets theoperation mode of the front windshield wiper system in accordance withthe operation mode request.

(Clause 6) In the vehicle described in Clause 5, when the operation modeof the front windshield wiper system has been set to a mode other thanthe second prescribed mode by the operation by the user, the vehicleplatform does not set the operation mode of the front windshield wipersystem in accordance with the operation mode request.

(Clause 7) In the vehicle described in Clause 5 or 6, the secondprescribed mode includes an “OFF mode” and an “Auto mode.” The “OFFmode” is a mode in which a front windshield wiper is stopped. The “Automode” is a mode in which the operation mode of the front windshieldwiper system is automatically set by the vehicle platform.

(Clause 8) In the vehicle described in any one of Clauses 5 to 7, thefront windshield wiper system includes as the operation mode, anintermittent operation mode in which a front windshield wiper isintermittently operated. When the operation mode of the front windshieldwiper system has been set to the intermittent operation mode, thevehicle platform sets an operation interval in accordance with anoperation interval request that indicates the operation interval of thefront windshield wiper in the intermittent operation mode received fromthe autonomous driving system and/or the operation by the user onto theoperation apparatus.

(Clause 9) A vehicle according to one aspect includes an autonomousdriving system that creates a driving plan, a vehicle platform thatcarries out vehicle control in accordance with an instruction from theautonomous driving system, and a vehicle control interface thatinterfaces between the vehicle platform and the autonomous drivingsystem. The vehicle platform includes a headlight system, a hazard lightsystem, a front windshield wiper system, and a rear windshield wipersystem. The vehicle platform sets an operation mode of each of theheadlight system, the hazard light system, the front windshield wipersystem, and the rear windshield wiper system in accordance with (i) anoperation mode request for each of the headlight system, the hazardlight system, the front windshield wiper system, and the rear windshieldwiper system received from the autonomous driving system and/or (ii) anoperation by a user onto an operation apparatus provided for each of theheadlight system, the hazard light system, the front windshield wipersystem, and the rear windshield wiper system. The vehicle platform setsthe operation mode with the operation by the user being prioritized overthe operation mode request.

(Clause 10) In the vehicle described in Clause 9, when the operationmode of the headlight system has been set to a first prescribed mode bythe operation by the user, the vehicle platform sets the operation modeof the headlight system in accordance with the operation mode request.

(Clause 11) In the vehicle described in Clause 10, when the operationmode of the headlight system has been set to a mode other than the firstprescribed mode by the operation by the user, the vehicle platform doesnot set the operation mode of the headlight system in accordance withthe operation mode request.

(Clause 12) In the vehicle described in Clause 10 or 11, the firstprescribed mode includes an “OFF mode” and an “AUTO mode.” The “OFFmode” is a mode in which a headlight is turned off. The “AUTO mode” is amode in which the operation mode of the headlight system isautomatically set by the vehicle platform.

(Clause 13) In the vehicle described in Clause 9, when the operationmode of the front windshield wiper system has been set to a secondprescribed mode by the operation by the user, the vehicle platform setsthe operation mode of the front windshield wiper system in accordancewith the operation mode request.

(Clause 14) In the vehicle described in Clause 13, when the operationmode of the front windshield wiper system has been set to a mode otherthan the second prescribed mode by the operation by the user, thevehicle platform does not set the operation mode of the front windshieldwiper system in accordance with the operation mode request.

(Clause 15) In the vehicle described in any one of Clauses 13 to 15, thefront windshield wiper system includes as the operation mode, anintermittent operation mode in which a front windshield wiper isintermittently operated. When the operation mode of the front windshieldwiper system has been set to the intermittent operation mode, thevehicle platform sets an operation interval in accordance with (i) anoperation interval request that indicates the operation interval of thefront windshield wiper in the intermittent operation mode received fromthe autonomous driving system and/or (ii) the operation by the user ontothe operation apparatus and sets the operation interval with theoperation by the user being prioritized over the operation intervalrequest.

Example 1

Toyota's MaaS Vehicle Platform

API Specification

for ADS Developers

[Standard Edition #0.1]

History of Revision

TABLE 1 Date of Revision ver. Summary of Revision Reviser May 4, 20190.1 Creating a new material MaaS Business Div.

Index

1. Outline 4

-   -   1.1. Purpose of this Specification 4    -   1.2. Target Vehicle 4    -   1.3. Definition of Term 4    -   1.4. Precaution for Handling 4

2. Structure 5

-   -   2.1. Overall Structure of MaaS 5    -   2.2. System structure of MaaS vehicle 6

3. Application Interfaces 7

-   -   3.1. Responsibility sharing of when using APIs 7    -   3.2. Typical usage of APIs 7    -   3.3. APIs for vehicle motion control 9        -   3.3.1. Functions 9        -   3.3.2. Inputs 16        -   3.3.3. Outputs 23    -   3.4. APIs for BODY control 45        -   3.4.1. Functions 45        -   3.4.2. Inputs 45        -   3.4.3. Outputs 56    -   3.5. APIs for Power control 68        -   3.5.1. Functions 68        -   3.5.2. Inputs 68        -   3.5.3. Outputs 69    -   3.6. APIs for Safety 70        -   3.6.1. Functions 70        -   3.6.2. Inputs 70        -   3.6.3. Outputs 70    -   3.7. APIs for Security 74        -   3.7.1. Functions 74        -   3.7.2. Inputs 74        -   3.7.3. Outputs 76    -   3.8. APIs for MaaS Service 80        -   3.8.1. Functions 80        -   3.8.2. Inputs 80        -   3.8.3. Outputs 80

1. Outline

1.1. Purpose of this Specification

This document is an API specification of Toyota Vehicle Platform andcontains the outline, the usage and the caveats of the applicationinterface.

1.2. Target Vehicle

e-Palette, MaaS vehicle based on the POV (Privately Owned Vehicle)manufactured by Toyota

1.3. Definition of Term

TABLE 2 Term Definition ADS Autonomous Driving System. ADK AutonomousDriving Kit VP Vehicle Platform. VCIB Vehicle Control Interface Box.This is an ECU for the interface and the signal converter between ADSand Toyota VP’s sub systems.

1.4. Precaution for Handling

This is an early draft of the document.

All the contents are subject to change. Such changes are notified to theusers. Please note that some parts are still T.B.D. will be updated inthe future.

2. Structure

2.1. Overall Structure of MaaS

The overall structure of MaaS with the target vehicle is shown (FIG. 12).

Vehicle control technology is being used as an interface for technologyproviders.

Technology providers can receive open API such as vehicle state andvehicle control, necessary for development of automated driving systems.

2.2. System structure of MaaS vehicle

The system architecture as a premise is shown (FIG. 13 ).

The target vehicle will adopt the physical architecture of using CAN forthe bus between ADS and VCIB. In order to realize each API in thisdocument, the CAN frames and the bit assignments are shown in the formof “bit assignment table” as a separate document.

3. Application Interfaces

3.1. Responsibility Sharing of when Using APIs Basic responsibilitysharing between ADS and vehicle VP is as follows when using APIs.

[ADS]

The ADS should create the driving plan, and should indicate vehiclecontrol values to the VP.

[VP]

The Toyota VP should control each system of the VP based on indicationsfrom an ADS.

3.2. Typical Usage of APIs

In this section, typical usage of APIs is described.

CAN will be adopted as a communication line between ADS and VP.Therefore, basically, APIs should be executed every defined cycle timeof each API by ADS.

A typical workflow of ADS of when executing APIs is as follows (FIG. 14).

3.3. APIs for Vehicle Motion Control

In this section, the APIs for vehicle motion control which iscontrollable in the MaaS vehicle is described.

3.3.1. Functions

3.3.1.1. Standstill, Start Sequence

The transition to the standstill (immobility) mode and the vehicle startsequence are described. This function presupposes the vehicle is inAutonomy_State=Autonomous Mode. The request is rejected in other modes.

The Below Diagram Shows an Example.

Acceleration Command requests deceleration and stops the vehicle. Then,when Longitudinal_Velocity is confirmed as 0 [km/h], StandstillCommand=“Applied” is sent. After the brake hold control is finished,Standstill Status becomes “Applied”. Until then, Acceleration Commandhas to continue deceleration request. Either StandstillCommand=“Applied” or Acceleration Command's deceleration request werecanceled, the transition to the brake hold control will not happen.After that, the vehicle continues to be standstill as far as StandstillCommand=“Applied” is being sent. Acceleration Command can be set to 0(zero) during this period.

If the vehicle needs to start, the brake hold control is cancelled bysetting Standstill Command to “Released”. At the same time,acceleration/deceleration is controlled based on Acceleration Command(FIG. 15 ).

EPB is engaged when Standstill Status=“Applied” continues for 3 minutes.

3.3.1.2. Direction Request Sequence

The shift change sequence is described. This function presupposes thatAutonomy_State=Autonomous Mode. Otherwise, the request is rejected.

Shift change happens only during Actual_Moving_Direction=“standstill”).Otherwise, the request is rejected.

In the following diagram shows an example. Acceleration Command requestsdeceleration and makes the vehicle stop. After Actual_Moving_Directionis set to “standstill”, any shift position can be requested byPropulsion Direction Command. (In the example below, “D”→“R”).

During shift change, Acceleration Command has to request deceleration.

After the shift change, acceleration/deceleration is controlled based onAcceleration Command value (FIG. 16 ).

3.3.1.3. WheelLock Sequence

The engagement and release of wheel lock is described. This functionpresupposes Autonomy_State=Autonomous Mode, otherwise the request isrejected.

This function is conductible only during vehicle is stopped.Acceleration Command requests deceleration and makes the vehicle stop.After Actual_Moving_Direction is set to “standstill”, WheelLock isengaged by Immobilization Command=“Applied”. Acceleration Command is setto Deceleration until Immobilization Status is set to “Applied”.

If release is desired, Immobilization Command=“Release” is requestedwhen the vehicle is stationary. Acceleration Command is set toDeceleration at that time.

After this, the vehicle is accelerated/decelerated based on AccelerationCommand value (FIG. 17 ).

3.3.1.4. Road_Wheel_Angle Request

This function presupposes Autonomy_State=“Autonomous Mode”, and therequest is rejected otherwise.

Tire Turning Angle Command is the relative value fromEstimated_Road_Wheel_Angle_Actual.

For example, in case that Estimated_Road_Wheel_Angle_Actual=0.1 [rad]while the vehicle is going straight;

If ADS requests to go straight ahead, Tire Turning Angle Command shouldbe set to 0+0.1=0.1 [rad].

If ADS requests to steer by −0.3 [rad], Tire Turning Angle Commandshould be set to −0.3+0.1=−0.2 [rad].

3.3.1.5. Rider Operation

3.3.1.5.1. Acceleration Pedal Operation

While in Autonomous driving mode, accelerator pedal stroke is eliminatedfrom the vehicle acceleration demand selection.

3.3.1.5.2. Brake Pedal Operation

The action when the brake pedal is operated. In the autonomy mode,target vehicle deceleration is the sum of 1) estimated deceleration fromthe brake pedal stroke and 2) deceleration request from AD system.

3.3.1.5.3. Shift_Lever_Operation

In Autonomous driving mode, driver operation of the shift lever is notreflected in Propulsion Direction Status.

If necessary, ADS confirms Propulsion Direction by Driver and changesshift position by using Propulsion Direction Command.

3.3.1.5.4. Steering Operation

When the driver (rider) operates the steering, the maximum is selectedfrom

1) the torque value estimated from driver operation angle, and

2) the torque value calculated from requested wheel angle.

Note that Tire Turning Angle Command is not accepted if the driverstrongly turns the steering wheel. The above-mentioned is determined bySteering_Wheel_Intervention flag.

3.3.2. Inputs

TABLE 3 Signal Name Description Redundancy Propulsion Direction Requestto switch between forward N/A Command (D range) and back (R range)Immobilization Command Request to engage/release WheelLock AppliedStandstill Command Request to maintain stationary Applied AccelerationCommand Request to accelerate/decelerate Applied Tire Turning AngleCommand Request front wheel angle Applied Autonomization Command Requestto transition between manual Applied mode and autonomy mode

3.3.2.1. Propulsion Direction Command

Request to switch between forward (D range) and back (R range)

Values

TABLE 4 value Description Remarks 0 No Request 2 R Shift to R range 4 DShift to D range other Reserved

Remarks

-   -   Only available when Autonomy_State=“Autonomous Mode”    -   D/R is changeable only the vehicle is stationary        (Actual_Moving_Direction=“standstill”).    -   The request while driving (moving) is rejected.    -   When system requests D/R shifting, Acceleration Command is sent        deceleration (−0.4 m/s²) simultaneously. (Only while brake is        applied.)    -   The request may not be accepted in following cases.    -   Direction_Control_Degradation_Modes=“Failure detected”

3.3.2.2. Immobilization Command

Request to Engage/Release WheelLock

Values

TABLE 5 value Description Remarks 0 No Request 1 Applied EPB is turnedon and TM shifts to P range 2 Released EPB is turned off and TM shiftsto the value of Propulsion Direction Command

Remarks

-   -   Available only when Autonomy_State=“Autonomous Mode”    -   Changeable only when the vehicle is stationary        (Actual_Moving_Direction=“standstill”)    -   The request is rejected when vehicle is running.    -   When Apply/Release mode change is requested, Acceleration        Command is set to deceleration (−0.4 m/s²). (Only while brake is        applied.)

3.3.2.3. Standstill Command

Request the Vehicle to be Stationary

Values

TABLE 6 value Description Remarks 0 No Request 1 Applied Standstill isrequested 2 Released

Remarks

-   -   Only available when Autonomy_State=“Autonomous Mode”    -   Confirmed by Standstill Status=“Applied”    -   When the vehicle is stationary        (Actual_Moving_Direction=“standstill”), transition to Stand        Still is enabled.    -   Acceleration Command has to be continued until Standstill Status        becomes “Applied” and Acceleration Command's deceleration        request (−0.4 m/s²) should be continued.    -   There are more cases where the request is not accepted. Details        are T.B.D.

3.3.2.4. Acceleration Command

Command Vehicle Acceleration

Values

Estimated_Max_Decel_Capability to Estimated_Max_Accel_Capability [m/s²]

Remarks

-   -   Only available when Autonomy_State=“Autonomous Mode”    -   Acceleration (+) and deceleration (—) request based on        Propulsion Direction Status direction    -   The upper/lower limit will vary based on        Estimated_Max_Decel_Capability and        Estimated_Max_Accel_Capability.    -   When acceleration more than Estimated_Max_Accel_Capability is        requested, the request is set to Estimated_Max_Accel_Capability.    -   When deceleration more than Estimated_Max_Decel_Capability is        requested, the request is set to Estimated_Max_Decel_Capability.    -   Depending on the accel/brake pedal stroke, the requested        acceleration may not be met. See 3.4.1.4 for more detail.    -   When Pre-Collision system is activated simultaneously, minimum        acceleration (maximum deceleration) is selected.

3.3.2.5. Tire Turning Angle Command

Command Tire Turning Angle

Values

TABLE 7 value Description Remarks — [unit: rad]

Remarks

-   -   Left is positive value (+). Right is negative value (—).    -   Available only when Autonomy_State=“Autonomous Mode”    -   The output of Estimated_Road_Wheel_Angle_Actual when the vehicle        is going straight, is set to the reference value (0).    -   This requests relative value of        Estimated_Road_Wheel_Angle_Actual. (See 3.4.1.1 for details)    -   The requested value is within        Current_Road_Wheel_Angle_Rate_Limit.    -   The requested value may not be fulfilled depending on the steer        angle by the driver.

3.3.2.6. Autonomization Command

Request to Transition Between Manual Mode and Autonomy Mode

Values

TABLE 8 value Description Remarks 00b No Request For Autonomy 01bRequest For Autonomy 10b Deactivation Request means transition requestto manual mode

-   -   The mode may be able not to be transitioned to Autonomy mode.        (e.g. In case that a failure occurs in the vehicle platform.)

3.3.3. Outputs

TABLE 9 Signal Name Description Redundancy Propulsion Direction StatusCurrent shift range N/A Propulsion Direction by Driver Shift leverposition by driver N/A Immobilization Status Output of EPB and Shift PApplied Immobilization Request by Driver EPB switch status by driver N/AStandstill Status Stand still status N/A Estimated_Coasting_RateEstimated vehicle deceleration when throttle is closed N/AEstimated_Max_Accel_Capability Estimated maximum acceleration AppliedEstimated_Max_Decel_Capability Estimated maximum deceleration AppliedEstimated_Road_Wheel_Angle_ Front wheel steer angle Applied ActualEstimated_Road_Wheel_Angle_ Front wheel steer angle rate AppliedRate_Actual Steering_Wheel_Angle_Actual Steering wheel angle N/ASteering_Wheel_Angle_Rate_ Steering wheel angle rate N/A ActualCurrent_Road_Wheel_Angle_ Road wheel angle rate limit Applied Rate_LimitEstimated_Max_Lateral_ Estimated max lateral acceleration AppliedAcceleration_Capability Estimated_Max_Lateral_ Estimated max lateralacceleration rate Applied Acceleration_Rate_CapabilityAccelerator_Pedal_Position Position of the accelerator pedal (How muchis the N/A pedal depressed?) Accelerator_Pedal_Intervention This signalshows whether the accelerator pedal is N/A depressed by a driver(intervention) Brake_Pedal_Position Position of the brake pedal (Howmuch is the pedal T.B.D. depressed?) Brake_Pedal_Intervention Thissignal shows whether the brake pedal is T.B.D. depressed by a driver(intervention) Steering_Wheel_Intervention This signal shows whether thesteering wheel is T.B.D. turned by a driver (intervention)Shift_Lever_Intervention This signal shows whether the shift lever iscontrolled T.B.D. by a driver (intervention) WheelSpeed_FL wheel speedvalue (Front Left Wheel) N/A WheelSpeed_FL_Rotation Rotation directionof wheel (Front Left) N/A WheelSpeed_FR wheel speed value (Front RightWheel) N/A WheelSpeed_FR_Rotation Rotation direction of wheel (FrontRight) N/A WheelSpeed_RL wheel speed value (Rear Left Wheel) AppliedWheelSpeed_RL_Rotation Rotation direction of wheel (Rear Left) AppliedWheelSpeed_RR wheel speed value (Rear Right Wheel) AppliedWheelSpeed_RR_Rotation Rotation direction of wheel (Rear Right) AppliedActual_Moving_Direction Moving direction of vehicle AppliedLongitudinal_Velocity Estimated longitudinal velocity of vehicle AppliedLongitudinal_Acceleration Estimated longitudinal acceleration of vehicleApplied Lateral_Acceleration Sensor value of lateral acceleration ofvehicle Applied Yawrate Sensor value of Yaw rate Applied Autonomy_StateState of whether autonomy mode or manual mode Applied Autonomy_ReadySituation of whether the vehicle can transition to Applied autonomy modeor not Autonomy_Fault Status of whether the fault regarding afunctionality in Applied autonomy mode occurs or not

3.3.3.1. Propulsion Direction Status

Current Shift Range

Values

TABLE 10 value Description remarks 0 Reserved 1 P 2 R 3 N 4 D 5 B 6Reserved 7 Invalid value

Remarks

-   -   When the shift range is indeterminate, this output is set to        “Invalid Value”.    -   When the vehicle becomes the following status during VO mode,        [Propulsion Direction Status] will turn to “P”.        -   [Longitudinal_Velocity]=0 [km/h]        -   [Brake_Pedal_Position]<Threshold value (T.B.D.) (in case of            being determined that the pedal isn't depressed)        -   [1st_Left_Seat_Belt_Status]=Unbuckled        -   [1st_Left_Door_Open_Status]=Opened

3.3.3.2. Propulsion Direction by Driver

Shift Lever Position by Driver Operation

Values

TABLE 11 value Description remarks 0 No Request 1 P 2 R 3 N 4 D 5 B 6Reserved 7 Invalid value

Remarks

-   -   Output based on the lever position operated by driver    -   If the driver releases his hand of the shift lever, the lever        returns to the central position and the output is set as “No        Request”.    -   When the vehicle becomes the following status during NVO mode,        [Propulsion Direction by Driver] will turn to “1(P)”.        -   [Longitudinal_Velocity]=0 [km/h]        -   [Brake_Pedal_Position]<Threshold value (T.B.D.) (in case of            being determined that the pedal isn't depressed)        -   [1st_Left_Seat_Belt_Status]=Unbuckled        -   [1st_Left_Door_Open_Status]=Opened

3.3.3.3. Immobilization Status

Output EPB and Shift-P Status

Values

<Primary>

TABLE 12 Value Shift EPB Description Remarks 0 0 Shift set to other thanP, and EPB Released 1 0 Shift set to P and EPB Released 0 1 Shift set toother than P, and EPB applied 1 1 Shift set to P and EPB Applied

<Secondary>

TABLE 13 Value Shift Description Remarks 0 0 Other than Shift P 1 0Shift P 0 1 Reserved 1 1 Reserved

Remarks

-   -   Secondary signal does not include EPB lock status.

3.3.3.4. Immobilization Request by Driver

Driver Operation of EPB Switch

Values

TABLE 14 value Description remarks 0 No Request 1 Engaged 2 Released 3Invalid value

Remarks

-   -   “Engaged” is outputted while the EPB switch is being pressed.    -   “Released” is outputted while the EPB switch is being pulled.

3.3.3.5. Standstill Status

Vehicle Stationary Status

Values

TABLE 15 Value Description remarks 0 Released 1 Applied 2 Reserved 3Invalid value

Remarks

-   -   When Standstill Status=Applied continues for 3 minutes, EPB is        activated.    -   If the vehicle is desired to start, ADS requests Standstill        Command=“Released”.

3.3.3.6. Estimated_Coasting_Rate

Estimated Vehicle Deceleration when Throttle is Closed

Values

[unit: m/s²]

Remarks

-   -   Estimated acceleration at WOT is calculated.    -   Slope and road load etc. are taken into estimation.    -   When the Propulsion Direction Status is “D”, the acceleration to        the forward direction shows a positive value.    -   When the Propulsion Direction Status is “R”, the acceleration to        the reverse direction shows a positive value.

3.3.3.7. Estimated_Max_Accel_Capability

Estimated Maximum Acceleration

Values

[unit: m/s²]

Remarks

-   -   The acceleration at WOT is calculated.    -   Slope and road load etc. are taken into estimation.    -   The direction decided by the shift position is considered to be        plus.

3.3.3.8. Estimated_Max_Decel_Capability

Estimated Maximum Deceleration

Values

−9.8 to 0 [unit: m/s²]

Remarks

-   -   Affected by Brake_System_Degradation_Modes. Details are T.B.D.    -   Based on vehicle state or road condition, cannot output in some        cases

3.3.3.9. Estimated_Road_Wheel_Angle_Actual

Front Wheel Steer Angle

Values

TABLE 16 value Description Remarks others [unit: rad] Minimum ValueInvalid value The sensor is invalid.

Remarks

-   -   Left is positive value (+). Right is negative value (—).    -   Before “the wheel angle when the vehicle is going straight”        becomes available, this signal is Invalid value.

3.3.3.10. Estimated_Road_Wheel_Angle_Rate_Actual

Front Wheel Steer Angle Rate

Values

TABLE 17 value Description Remarks others [unit: rad/s] Minimum ValueInvalid value

Remarks

-   -   Left is positive value (+). Right is negative value (—).

3.3.3.11. Steering_Wheel_Angle_Actual

Steering Wheel Angle

Values

TABLE 18 Value Description Remarks others [unit: rad] Minimum ValueInvalid value

Remarks

-   -   Left is positive value (+). Right is negative value (—).    -   The steering angle converted from the steering assist motor        angle    -   Before “the wheel angle when the vehicle is going straight”        becomes available, this signal is Invalid value.

3.3.3.12. Steering_Wheel_Angle_Rate_Actual

Steering Wheel Angle Rate

Values

TABLE 19 Value Description Remarks others [unit: rad/s] Minimum ValueInvalid value

Remarks

-   -   Left is positive value (+). Right is negative value (—).    -   The steering angle rate converted from the steering assist motor        angle rate

3.3.3.13. Current_Road_Wheel_Angle_Rate_Limit

Road Wheel Angle Rate Limit

Values

-   -   When stopped: 0.4 [rad/s]    -   While running: Show “Remarks”

Remarks

Calculated from the “vehicle speed—steering angle rate” chart like below

A) At a very low speed or stopped situation, use fixed value of 0.4[rad/s]

B) At a higher speed, the steering angle rate is calculated from thevehicle speed using 2.94 m/s³

The threshold speed between A and B is 10 [km/h] (FIG. 18 ).

3.3.3.14. Estimated_Max_Lateral_Acceleration_Capability

Estimated Max Lateral Acceleration

Values

2.94 [unit: m/s²] fixed value

Remarks

-   -   Wheel Angle controller is designed within the acceleration range        up to 2.94 m/s².

3.3.3.15. Estimated_Max_Lateral_Acceleration_Rate_Capability

Estimated Max Lateral Acceleration Rate

Values

2.94 [unit: m/s³] fixed value

Remarks

-   -   Wheel Angle controller is designed within the acceleration range        up to 2.94 m/s³.

3.3.3.16. Accelerator_Pedal_Position

Position of the accelerator pedal (How much is the pedal depressed?)

Values

0 to 100 [unit: %]

Remarks

-   -   In order not to change the acceleration openness suddenly, this        signal is filtered by smoothing process.    -   In normal condition        -   The accelerator position signal after zero point calibration            is transmitted.    -   In failure condition        -   Transmitted failsafe value (0×FF)

3.3.3.17. Accelerator_Pedal_Intervention

This signal shows whether the accelerator pedal is depressed by a driver(intervention).

Values

TABLE 20 Value Description Remarks 0 Not depressed 1 depressed 2 Beyondautonomy acceleration

Remarks

-   -   When Accelerator_Pedal_Position is higher than the defined        threshold value (ACCL_INTV), this signal        [Accelerator_Pedal_Intervention] will turn to “depressed”.

When the requested acceleration from depressed acceleration pedal ishigher than the requested acceleration from system (ADS, PCS etc.), thissignal will turn to “Beyond autonomy acceleration”.

-   -   During NVO mode, accelerator request will be rejected.        Therefore, this signal will not turn to “2”.

Detail design (FIG. 19 )

3.3.3.18. Brake_Pedal_Position

Position of the brake pedal (How much is the pedal depressed?)

Values

0 to 100 [unit: %]

Remarks

-   -   In the brake pedal position sensor failure:        -   Transmitted failsafe value (0×FF)    -   Due to assembling error, this value might be beyond 100%.

3.3.3.19. Brake_Pedal_Intervention

This Signal Shows Whether the Brake Pedal is Depressed by a Driver(Intervention).

Values

TABLE 21 Value Description Remarks 0 Not depressed 1 depressed 2 Beyondautonomy deceleration

Remarks

-   -   When Brake_Pedal_Position is higher than the defined threshold        value (BRK_INTV), this signal [Brake_Pedal_Intervention] will        turn to “depressed”.    -   When the requested deceleration from depressed brake pedal is        higher than the requested deceleration from system (ADS, PCS        etc.), this signal will turn to “Beyond autonomy deceleration”.

Detail design (FIG. 20 )

3.3.3.20. Steering_Wheel_Intervention

This signal shows whether the steering wheel is turned by a driver(intervention).

Values

TABLE 22 Value Description Remarks 0 Not turned 1 Turned collaborativelyDriver steering torque + steering motor torque 2 Turned by human driver

Remarks

-   -   In “Steering Wheel Intervention=1”, considering the human        driver's intent, EPS system will drive the steering with the        Human driver collaboratively.    -   In “Steering Wheel Intervention=2”, considering the human        driver's intent, EPS system will reject the steering requirement        from autonomous driving kit. (The steering will be driven the        human driver.)

3.3.3.21. Shift_Lever_Intervention

This signal shows whether the shift lever is controlled by a driver(intervention).

Values

TABLE 23 Value Description Remarks 0 OFF 1 ON Controlled (moved to anyshift position)

Remarks

-   -   N/A

3.3.3.22. WheelSpeed_FL, WheelSpeed_FR, WheelSpeed_RL, WheelSpeed_RRWheel Speed Value

Values

TABLE 24 Value Description Remarks others Velocity [unit: m/s] MaximumValue Invalid value The sensor is invalid.

Remarks

-   -   T.B.D.

3.3.3.23. WheelSpeed_FL_Rotation, WheelSpeed_FR_Rotation,WheelSpeed_RL_Rotation, WheelSpeed_RR_Rotation

Rotation Direction of Each Wheel

Values

TABLE 25 value Description remarks 0 Forward 1 Reverse 2 Reserved 3Invalid value The sensor is invalid.

Remarks

-   -   After activation of ECU, until the rotation direction is fixed,        “Forward” is set to this signal.    -   When detected continuously 2 (two) pulses with the same        direction, the rotation direction will be fixed.

3.3.3.24. Actual_Moving_Direction

Rotation Direction of Wheel

Values

TABLE 26 value Description remarks 0 Forward 1 Reverse 2 Standstill 3Undefined

Remarks

-   -   This signal shows “Standstill” when four wheel speed values are        “0” during a constant time.    -   When other than above, this signal will be determined by the        majority rule of four WheelSpeed_Rotations.    -   When more than two WheelSpeed_Rotations are “Reverse”, this        signal shows “Reverse”.    -   When more than two WheelSpeed_Rotations are “Forward”, this        signal shows “Forward”.    -   When “Forward” and “Reverse” are the same counts, this signal        shows “Undefined”.

3.3.3.25. Longitudinal_Velocity

Estimated Longitudinal Velocity of Vehicle

Values

TABLE 27 Value Description Remarks others Velocity [unit: m/s] MaximumValue Invalid value The sensor is invalid.

Remarks

-   -   This signal is output as the absolute value.

3.3.3.26. Longitudinal_Acceleration

Estimated Longitudinal Acceleration of Vehicle

Values

TABLE 28 value Description Remarks others Acceleration [unit: m/s²]Minimum Value Invalid value The sensor is invalid.

Remarks

-   -   This signal will be calculated with wheel speed sensor and        acceleration sensor.    -   When the vehicle is driven at a constant velocity on the flat        road, this signal shows “0”.

3.3.3.27. Lateral_Acceleration

Sensor value of lateral acceleration of vehicle

Values

TABLE 29 Value Description Remarks others Acceleration [unit: m/s²]Minimum Value Invalid value The sensor is invalid.

Remarks

-   -   The positive value means counterclockwise. The negative value        means clockwise.

3.3.3.28. Yawrate

Sensor Value of Yaw Rate

Values

TABLE 30 Value Description Remarks others Yaw rate [unit: deg/s] MinimumValue Invalid value The sensor is invalid.

Remarks

-   -   The positive value means counterclockwise. The negative value        means clockwise.

3.3.3.29. Autonomy_State

State of Whether Autonomy Mode or Manual Mode

Values

TABLE 31 value Description Remarks 00 Manual Mode The mode starts fromManual mode. 01 Autonomous Mode

Remarks

-   -   The initial state is the Manual mode. (When Ready ON, the        vehicle will start from the Manual mode.)

3.3.3.30. Autonomy_Ready

Situation of Whether the Vehicle can Transition to Autonomy Mode or not

Values

TABLE 32 value Description Remarks 00b Not Ready For Autonomy 01b ReadyFor Autonomy 11b Invalid means the status is not determined.

Remarks

-   -   This signal is a part of transition conditions toward the        Autonomy mode.

Please see the summary of conditions.

3.3.3.31. Autonomy_Fault

Status of whether the fault regarding a functionality in autonomy modeoccurs or not

Values

TABLE 33 value Description Remarks 00b No fault 01b Fault 11b Invalidmeans the status is not determined.

Remarks

-   -   [T.B.D.] Please see the other material regarding the fault codes        of a functionality in autonomy mode.    -   [T.B.D.] Need to consider the condition to release the status of        “fault”.

3.4. APIs for BODY control

3.4.1. Functions

T.B.D.

3.4.2. Inputs

TABLE 34 Signal Name Description Redundancy Turnsignallight_Mode_CommandCommand to control the turnsignallight N/A mode of the vehicle platformHeadlight_Mode_Command Command to control the headlight mode of N/A thevehicle platform Hazardlight_Mode_Command Command to control thehazardlight mode N/A of the vehicle platform Horn_Pattern_CommandCommand to control the pattern of horn N/A ON-time and OFF-time percycle of the vehicle platform Horn_Number_of_Cycle_Command Command tocontrol the Number of horn N/A ON/OFF cycle of the vehicle platformHorn_Continuous_Command Command to control of horn ON of the N/A vehicleplatform Windshieldwiper_Mode_Front_Command Command to control the frontwindshield N/A wiper of the vehicle platformWindshieldwiper_Intermittent_Wiping_ Command to control the Windshieldwiper N/A Speed_Command actuation interval at the Intermittent modeWindshieldwiper_Mode_Rear_Command Command to control the rear windshieldN/A wiper mode of the vehicle platform Hvac_1st_Command Command tostart/stop 1st row air N/A conditioning control Hvac_2nd_Command Commandto start/stop 2nd row air N/A conditioning controlHvac_TargetTemperature_1st_Left_Command Command to set the targettemperature N/A around front left areaHvac_TargetTemperature_1st_Right_Command Command to set the targettemperature N/A around front right areaHvac_TargetTemperature_2nd_Left_Command Command to set the targettemperature N/A around rear left areaHvac_TargetTemperature_2nd_Right_Command Command to set the targettemperature N/A around rear right area Hvac_Fan_Level_1st_Row_CommandCommand to set the fan level on the front AC N/AHvac_Fan_Level_2nd_Row_Command Command to set the fan level on the rearAC N/A Hvac_1st_Row_AirOutlet_Mode_Command Command to set the mode of1st row air outlet N/A Hvac_2nd_Row_AirOutlet_Mode_Command Command toset the mode of 2nd row air outlet N/A Hvac_Recirculate_Command Commandto set the air recirculation mode N/A Hvac_AC_Command Command to set theAC mode N/A

3.4.2.1. Turnsignallight_Mode_Command

Command to control the turnsignallight mode of the vehicle platform

TABLE 35 value Description remarks 0 OFF Blinker OFF 1 Right Rightblinker ON 2 Left Left blinker ON 3 reserved

Remarks

T.B.D.

Detailed Design

When Turnsignallight_Mode_Command=1, vehicle platform sends left blinkeron request.

When Turnsignallight_Mode_Command=2, vehicle platform sends rightblinker on request.

3.4.2.2. Headlight_Mode_Command

Command to Control the Headlight Mode of the Vehicle Platform

Values

TABLE 36 Value Description remarks 0 No Request Keep current mode 1 TAILmode request side lamp mode 2 HEAD mode request Lo mode 3 AUTO moderequest 4 HI mode request 5 OFF Mode Request 6-7 reserved

Remarks

-   -   This command is valid when Headlight_Driver_Input=OFF or Auto        mode ON.    -   Driver input overrides this command.    -   Headlight mode changes when Vehicle platform receives once this        command.

3.4.2.3. Hazardlight_Mode_Command

Command to Control the Hazardlight Mode of the Vehicle Platform

TABLE 37 value Description remarks 0 OFF command for hazardlight OFF 1ON command for hazardlight ON

Remarks

-   -   Driver input overrides this command.    -   Hazardlight is active during Vehicle Platform receives ON        command.

3.4.2.4. Horn_Pattern_Command

Command to control the pattern of horn ON-time and OFF-time per cycle ofthe vehicle platform

Values

TABLE 38 value Description remarks 0 No request 1 Pattern 1 ON-time: 250ms OFF-time: 750 ms 2 Pattern 2 ON-time: 500 ms OFF-time: 500 ms 3Pattern 3 reserved 4 Pattern 4 reserved 5 Pattern 5 reserved 6 Pattern 6reserved 7 Pattern 7 Reserved

Remarks

-   -   Pattern 1 is assumed to use single short ON, Pattern 2 is        assumed to use ON-OFF repeating.    -   Detail is under internal discussion.

3.4.2.5. Horn_Number_of_Cycle_Command

Command to control the Number of horn ON/OFF cycle of the vehicleplatform

Values

0˜7 [−]

Remarks

-   -   Detail is under internal discussion.

3.4.2.6. Horn_Continuous_Command

Command to Control of Horn ON of the Vehicle Platform

Values

TABLE 39 value Description remarks 0 No request 1 ON request

Remarks

-   -   This command overrides Horn_Pattern_Command,        Horn_Number_of_Cycle_Command.    -   Horn is active during Vehicle Platform receives ON command.    -   Detail is under internal discussion.

3.4.2.7. Windshieldwiper_Mode_Front_Command

Command to Control the Front Windshield Wiper of the Vehicle Platform

Values

TABLE 40 value Description remarks 0 OFF mode request 1 Lo mode request2 Hi mode request 3 Intermittent mode request 4 Auto mode request 5 Mistmode request One-Time Wiping 6, 7 Reserved

Remarks

-   -   This command is under internal discussion the timing of valid.    -   This command is valid when        Windshieldwiper_Front_Driver_Input=OFF or Auto mode ON.    -   Driver input overrides this command.    -   Windshieldwiper mode is kept during Vehicle platform is        receiving the command.

3.4.2.8. Windshieldwiper_Intermittent_Wiping_Speed_Command

Command to Control the Windshield Wiper Actuation Interval at theIntermittent Mode

Values

TABLE 41 value Description remarks 0 FAST 1 SECOND FAST 2 THIRD FAST 3SLOW

Remarks

-   -   This command is valid when        Windshieldwiper_Mode_Front_Status=INT.    -   Driver input overrides this command.    -   Windshieldwiper intermittent mode changes when Vehicle platform        receives once this command.

3.4.2.9. Windshieldwiper_Mode_Rear_Command

Command to Control the Rear Windshield Wiper Mode of the VehiclePlatform

Values

TABLE 42 value Description Remarks 0 OFF mode request 1 Lo mode request2 reserved 3 Intermittent mode request 4-7 reserved

Remarks

-   -   Driver input overrides this command.    -   Windshieldwiper mode is kept during Vehicle platform is        receiving the command.    -   Wiping speed of intermittent mode is not variable.

3.4.2.10. Hvac_1st_Command

Command to start/stop 1st row air conditioning control

Values

TABLE 43 value Description Remarks 00 No request 01 ON means turning the1st air conditioning control to ON 02 OFF means turning the 1st airconditioning control to OFF

Remarks

-   -   The hvac of S-AM has a synchronization functionality.

Therefore, in order to control 4 (four) hvacs (1st_left/right,2nd_left/right) individually, VCIB achieves the following procedureafter Ready-ON. (This functionality will be implemented from the CV.)

-   -   #1: Hvac_1st_Command=ON    -   #2: Hvac_2 nd_Command=ON    -   #3: Hvac_TargetTemperature_2 nd_Left_Command    -   #4: Hvac_TargetTemperature_2 nd_Right_Command    -   #5: Hvac_Fan_Level_2 nd_Row_Command    -   #6: Hvac_2 nd_Row_AirOutlet_Mode_Command    -   #7: Hvac_TargetTemperature_1st_Left_Command    -   #8: Hvac_TargetTemperature_1st_Right_Command    -   #9: Hvac_Fan_Level_1st_Row_Command    -   #10: Hvac_1st_Row_AirOutlet_Mode_Command    -   The interval between each command needs 200 ms or more.    -   Other commands are able to be executed after #1.

3.4.2.11. Hvac_2nd_Command

Command to Start/Stop 2nd Row Air Conditioning Control

Values

TABLE 44 value Description Remarks 00 No request 01 ON means turning the2nd air conditioning control to ON 02 OFF means turning the 2nd airconditioning control to OFF

Remarks

-   -   N/A

3.4.2.12. Hvac_TargetTemperature_1st_Left_Command

Command to set the target temperature around front left area

Values

TABLE 45 value Description Remarks 0 No request 60 to 85 Temperaturedirection [unit: ° F.] (by 1.0° F.)

Remarks

-   -   N/A

3.4.2.13. Hvac_TargetTemperature_1st_Right_Command

Command to Set the Target Temperature Around Front Right Area

Values

TABLE 46 value Description Remarks 0 No request 60 to 85 Temperaturedirection [unit: ° F.] (by 1.0° F.)

Remarks

-   -   N/A

3.4.2.14. Hvac_TargetTemperature_2nd_Left_Command

Command to set the target temperature around rear left area

Values

TABLE 47 value Description Remarks 0 No request 60 to 85 Temperaturedirection [unit: ° F.] (by 1.0° F.)

Remarks

-   -   N/A

3.4.2.15. Hvac_TargetTemperature_2nd_Right_Command

Command to set the target temperature around rear right area

Values

TABLE 48 value Description Remarks 0 No request 60 to 85 Temperaturedirection [unit: ° F.] (by 1.0° F.)

Remarks

-   -   N/A

3.4.2.16. Hvac_Fan_Level_1st_Row_Command

Command to set the fan level on the front AC

Values

TABLE 49 value Description Remarks 0 No request 1 to 7 Fan leveldirection (Maximum)

Remarks

-   -   If you would like to turn the fan level to 0 (OFF), you should        transmit “Hvac_1st_Command=OFF”.    -   If you would like to turn the fan level to AUTO, you should        transmit “Hvac_1st_Command=ON”.

3.4.2.17. Hvac_Fan_Level_2nd_Row_Command

Command to set the fan level on the rear AC

Values

TABLE 50 value Description Remarks 0 No request 1 to 7 Fan leveldirection (Maximum)

Remarks

-   -   If you would like to turn the fan level to 0 (OFF), you should        transmit “Hvac_2nd_Command=OFF”.    -   If you would like to turn the fan level to AUTO, you should        transmit “Hvac_2nd_Command=ON”.

3.4.2.18. Hvac_1st_Row_AirOutlet_Mode_Command

Command to set the mode of 1st row air outlet

Values

TABLE 51 value Description Remarks 000b No Operation 001b UPPER Airflows to the upper body 010b U/F Air flows to the upper body and feet011b FEET Air flows to the feet. 100b F/D Air flows to the feet and thewindshield defogger operates

Remarks

-   -   N/A

3.4.2.19. Hvac_2nd_Row_AirOutlet_Mode_CommandCommand to set the mode of2nd row air outlet

Values

TABLE 52 value Description Remarks 000b No Operation 001b UPPER Airflows to the upper body 010b U/F Air flows to the upper body and feet011b FEET Air flows to the feet.

Remarks

-   -   N/A

3.4.2.20. Hvac_Recirculate_Command

Command to Set the Air Recirculation Mode

Values

TABLE 53 value Description Remarks 00 No request 01 ON means turning theair recirculation mode ON 02 OFF means turning the air recirculationmode OFF

Remarks

-   -   N/A

3.4.2.21. Hvac_AC_Command

Command to set the AC mode

Values

TABLE 54 value Description remarks 00 No request 01 ON means turning theAC mode ON 02 OFF means turning the AC mode OFF

Remarks

-   -   N/A

3.4.3. Outputs

TABLE 55 Signal Name Description Redundancy Turnsignallight_Mode_StatusStatus of the current turnsignallight N/A mode of the vehicle platformHeadlight_Mode_Status Status of the current headlight mode N/A of thevehicle platform Hazardlight_Mode_Status Status of the currenthazardlight N/A mode of the vehicle platform Horn_Status Status of thecurrent horn of the N/A vehicle platformWindshieldwiper_Mode_Front_Status Status of the current front windshieldN/A wiper mode of the vehicle platform Windshieldwiper_Mode_Rear_StatusStatus of the current rear windshield N/A wiper mode of the vehicleplatform Hvac_1^(st)_Status Status of activation of the 1^(st) row HVACN/A Hvac_2^(nd)_Status Status of activation of the 2^(nd) row HVAC N/AHvac_Temperature_1^(st)_Left_Status Status of set temperature of 1^(st)row left N/A Hvac_Temperature_1^(st)_Right_Status Status of settemperature of 1^(st) row right N/A Hvac_Temperature_2^(nd)_Left_StatusStatus of set temperature of 2^(nd) row left N/AHvac_Temperature_2^(nd)_Right_Status Status of set temperature of 2^(nd)row right N/A Hvac_Fan_Level_1^(st)_Row_Status Status of set fan levelof 1^(st) row N/A Hvac_Fan_Level_2^(nd)_Row_Status Status of set fanlevel of 2^(nd) row N/A Hvac_1st_Row_AirOutlet_Mode_Status Status ofmode of 1st row air outlet N/A Hvac_2nd_Row_AirOutlet_Mode_Status Statusof mode of 2nd row air outlet N/A Hvac_Recirculate_Status Status of setair recirculation mode N/A Hvac_AC_Status Status of set AC mode N/A1st_Right_Seat_Occupancy_Status Seat occupancy status in 1st left seat —1st_Left_Seat_Belt_Status Status of driver’s seat belt buckle switch —1st_Right_Seat_Belt_Status Status of passenger’s seat belt — buckleswitch 2nd_Left_Seat_Belt_Status Seat belt buckle switch status in 2nd —left seat 2nd_Right_Seat_Belt_Status Seat belt buckle switch status in2nd — right seat

3.4.3.1. Turnsignallight_Mode_Status

Status of the current turnsignallight mode of the vehicle platform

Values

TABLE 56 value Description Remarks 0 OFF Turn lamp = OFF 1 Left Turnlamp L = ON (flashing) 2 Right Turn lamp R = ON (flashing) 3 invalid

Remarks

-   -   At the time of the disconnection detection of the turn lamp,        state is ON.    -   At the time of the short detection of the turn lamp, State is        OFF.

3.4.3.2. Headlight_Mode_Status

Status of the current headlight mode of the vehicle platform

Values

TABLE 57 Value Description Remarks 0 OFF 1 TAIL 2 Lo 3 reserved 4 Hi 5-6reserved 7 invalid

Remarks

N/A

Detailed Design

-   -   At the time of tail signal ON, Vehicle Platform sends 1.    -   At the time of Lo signal ON, Vehicle Platform sends 2.    -   At the time of Hi signal ON, Vehicle Platform sends 4.    -   At the time of any signal above OFF, Vehicle Platform sends 0.

3.4.3.3. Hazardlight_Mode_Status

Status of the current hazard lamp mode of the vehicle platform

Values

TABLE 58 Value Description Remarks 0 OFF Hazard lamp = OFF 1 HazardHazard lamp = ON (flashing) 2 reserved 3 invalid

Remarks

N/A

3.4.3.4. Horn_Status

Status of the current horn of the vehicle platform

Values

TABLE 59 Value Description Remarks 0 OFF 1 ON 2 reserved (unsupport) 3invalid (unsupport)

Remarks

-   -   cannot detect any failure.    -   Vehicle platform sends “1” during Horn Pattern Command is        active, if the horn is OFF.

3.4.3.5. Windshieldwiper_Mode_Front_Status

Status of the current front windshield wiper mode of the vehicleplatform

Values

TABLE 60 Value Description Remarks 0 OFF Front wiper stopped 1 Lo Frontwiper being active in LO mode (also including being active in MIST,being active in coordination with washer, and being wiping at speedother than HI) 2 Hi Front wiper being active in HI mode 3 INT Frontwiper being active in INT mode (also including motor stop while beingactive in INT mode and being active in INT mode owing to vehicle speedchange function) 4-5 reserved 6 fail Front wiper failed 7 invalid

TABLE 61 Value Description Remarks 0 OFF Front wiper is stopped. 1 LoFront wiper is in LO mode (include in MIST mode, operation with washer,Medium speed). 2 Hi Front wiper is in HI mode. 3 INT Front wiper is inINT mode (include motor stopped between INT mode, INT operation ofvehicle speed change function). 4-5 reserved 6 fail Front wiper is fail.7 invalid

Remarks

Fail Mode Conditions

-   -   detect signal discontinuity    -   cannot detect except the above failure.

3.4.3.6. Windshieldwiper_Mode_Rear_Status

Status of the current rear windshield wiper mode of the vehicle platform

Values

TABLE 62 Value Description Remarks 0 OFF Rear wiper stopped 1 Lo Rearwiper being in LO mode 2 reserved 3 INT Rear wiper being in INT mode 4-5reserved 6 fail Rear wiper failed 7 invalid

Remarks

-   -   cannot detect any failure.

3.4.3.7. Hvac_1st_Status

Status of activation of the 1st row HVAC

Values

TABLE 63 value Description remarks 0b OFF 1b ON

Remarks

-   -   N/A

3.4.3.8. Hvac_2nd_Status

Status of activation of the 2nd row HVAC

Values

TABLE 64 value Description remarks 0b OFF 1b ON

Remarks

-   -   N/A

3.4.3.9. Hvac_Temperature_1st_Left_Status

Status of set temperature of 1st row left

Values

TABLE 65 value Description remarks  0 Lo Max cold 60 to 85 Target [unit:° F.] temperature 100 Hi Max hot FFh Unknown

Remarks

-   -   N/A

3.4.3.10. Hvac_Temperature_1st_Right_Status

Status of set temperature of 1st row right

Values

TABLE 66 value Description remarks  0 Lo Max cold 60 to 85 Target [unit:° F.] temperature 100 Hi Max hot FFh Unknown

Remarks

-   -   N/A

3.4.3.11. Hvac_Temperature_2nd_Left_Status

Status of set temperature of 2nd row left

Values

TABLE 67 value Description remarks  0 Lo Max cold 60 to 85 Target [unit:° F.] temperature 100 Hi Max hot FFh Unknown

Remarks

-   -   N/A

3.4.3.12. Hvac_Temperature_2nd_Right_Status

Status of set temperature of 2nd row right

Values

TABLE 68 value Description remarks  0 Lo Max cold 60 to 85 Target [unit:° F.] temperature 100 Hi Max hot FFh Unknown

Remarks

-   -   N/A

3.4.3.13. Hvac_Fan_Level_1st_Row_Status

Status of set fan level of 1st row

Values

TABLE 69 value Description remarks 0 OFF 1-7 Fan Level 8 Undefined

Remarks

-   -   N/A

3.4.3.14. Hvac_Fan_Level_2nd_Row_Status

Status of set fan level of 2nd row

Values

TABLE 70 value Description remarks 0 OFF 1-7 Fan Level 8 Undefined

Remarks

-   -   N/A

3.4.3.15. Hvac_1st_Row_AirOutlet_Mode_Status

Status of mode of 1st row air outlet

Values

TABLE 71 value Description remarks 000b ALL OFF when Auto mode is set001b UPPER Air flows to the upper body 010b U/F Air flows to the upperbody and feet 011b FEET Air flows to the feet. 100b F/D Air flows to thefeet and the windshield defogger operates 101b DEF The windshielddefogger operates 111b Undefined

Remarks

-   -   N/A

3.4.3.16. Hvac_2nd_Row_AirOutlet_Mode_Status

Status of mode of 2nd row air outlet

Values

TABLE 72 value Description remarks 000b ALL OFF when Auto mode is set001b UPPER Air flows to the upper body 010b U/F Air flows to the upperbody and feet 011b FEET Air flows to the feet. 111b Undefined

Remarks

-   -   N/A

3.4.3.17. Hvac_Recirculate_Status

Status of Set Air Recirculation Mode

Values

TABLE 73 value Description remarks 00 OFF means that the airrecirculation mode is OFF 01 ON means that the air recirculation mode isON

Remarks

-   -   N/A

3.4.3.18. Hvac_AC_Status

Status of set AC mode

Values

TABLE 74 value Description remarks 00 OFF means that the AC mode is OFF01 ON means that the AC mode is ON

Remarks

-   -   N/A

3.4.3.19. 1st_Right_Seat_Occupancy_Status

Seat occupancy status in 1st left seat

Values

TABLE 75 value Description remarks 0 Not occupied 1 Occupied 2 UndecidedIG OFF or signal from sensor being lost 3 Failed

Remarks

When there is luggage on the seat, this signal may be set to “Occupied”.

3.4.3.20. 1st_Left_Seat_Belt_Status

Status of driver's seat belt buckle switch

Values

TABLE 76 value Description remarks 0 Buckled 1 Unbuckled 2 Undetermined3 Fault of a switch

Remarks

-   -   When Driver's seat belt buckle switch status signal is not set,        [undetermined] is transmitted.

It is checking to a person in charge, when using it. (Outputs“undetermined=10” as an initial value.)

-   -   The judgement result of buckling/unbuckling shall be transferred        to CAN transmission buffer within 1.3 s after IG_ON or before        allowing firing, whichever is earlier.

3.4.3.21. 1st_Right_Seat_Belt_Status

Status of passenger's seat belt buckle switch

Values

TABLE 77 value Description remarks 0 Buckled 1 Unbuckled 2 Undetermined3 Fault of a switch

Remarks

-   -   When Passenger's seat belt buckle switch status signal is not        set, [undetermined] is transmitted.

It is checking to a person in charge, when using it. (Outputs“undetermined=10” as an initial value.)

-   -   The judgement result of buckling/unbuckling shall be transferred        to CAN transmission buffer within 1.3 s after IG_ON or before        allowing firing, whichever is earlier.

3.4.3.22. 2nd_Left_Seat_Belt_Status

Seat belt buckle switch status in 2nd left seat

Values

TABLE 78 value Description remarks 0 Buckled 1 Unbuckled 2 Undetermined3 Reserved

Remarks

-   -   cannot detect sensor failure.

3.4.3.23. 2nd_Right_Seat_Belt_Status

Seat belt buckle switch status in 2nd right seat

Values

TABLE 79 value Description remarks 0 Buckled 1 Unbuckled 2 Undetermined3 Reserved

Remarks

-   -   cannot detect any failure.

3.5. APIs for Power control

3.5.1. Functions

T.B.D.

3.5.2. Inputs

TABLE 80 Signal Name Description Redundancy Power_Mode_Request Commandto control the power N/A mode of the vehicle platform

3.5.2.1. Power_Mode_Request

Command to control the power mode of the vehicle platform

TABLE 81 Value Description Remarks 00 No request 01 Sleep means “ReadyOFF” 02 Wake means that VCIB turns ON 03 Resd Reserved for dataexpansion 04 Resd Reserved for data expansion 05 Resd Reserved for dataexpansion 06 Driving Mode means “Ready ON”

Remarks

-   -   Regarding “wake”, let us share how to achieve this signal on the        CAN. (See the other material) Basically, it is based on        “ISO11989-2:2016”. Also, this signal should not be a simple        value. Anyway, please see the other material.    -   This API will reject the next request for a certain time [4000        ms] after receiving a request.

The followings are the explanation of the three power modes, i.e.[Sleep] [Wake] [Driving Mode], which are controllable via API.

[Sleep]

Vehicle power off condition. In this mode, the high voltage battery doesnot supply power, and neither VCIB nor other VP ECUs are activated.

[Wake]

VCIB is awake by the low voltage battery. In this mode, ECUs other thanVCIB are not awake except for some of the body electrical ECUs.

[Driving Mode]

Ready ON mode. In this mode, the high voltage battery supplies power tothe whole VP and all the VP ECUs including VCIB are awake.

3.5.3. Outputs

TABLE 82 Signal Name Description Redundancy Power_Mode_Status Status ofthe current power N/A mode of the vehicle platform

3.5.3.1. Power_Mode_Status

Status of the current power mode of the vehicle platform

Values

TABLE 83 Value Description Remarks 00 Resd Reserved for same data alignas mode request 01 Sleep means “Ready OFF” 02 Wake means that the onlyVCIB turns ON 03 Resd Reserved for data expansion 04 Resd Reserved fordata expansion 05 Resd Reserved for data expansion 06 Driving Mode means“Ready ON” 07 unknown means unhealthy situation would occur

Remarks

-   -   VCIB will transmit [Sleep] as Power_Mode_Status continuously for        3000 [ms] after executing the sleep sequence. And then, VCIB        will be shutdown.

3.6. APIs for Safety

3.6.1. Functions

T.B.D.

3.6.2. Inputs

TABLE 84 Signal Name Description Redundancy T.B.D.

3.6.3. Outputs

TABLE 85 Signal Name Description Redundancy Request for OperationRequest for operation according to status of vehicle platform toward ADSPassive_Safety_Functions_Triggered Collision detection signal —Brake_System_Degradation_Modes Indicates AppliedBrake_System_Degradation_Modes Propulsive_System_Degradation_ModesIndicates N/A Propulsive_System_Degradation_ModesDirection_Control_Degradation_Modes Indicates N/ADirection_Control_Degradation_Modes WheelLock_Control_Degradation_ModesIndicates Applied WheelLock_Control_Degradation_ModesSteering_System_Degradation_Modes Indicates AppliedSteering_System_Degradation_Modes Power_System_Degradation_ModesIndicates Applied Power_System_Degradation_ModesCommunication_Degradation_Modes

3.6.3.1. Request for Operation

Request for operation according to status of vehicle platform toward ADS

Values

TABLE 86 value Description remarks 0 No request 1 Need maintenance 2Need back to garage 3 Need stopping safely immediately Others Reserved

Remarks

-   -   T.B.D.

3.6.3.2. Passive_Safety_Functions_Triggered

Crash detection Signal

Values

TABLE 87 value Description remarks 0 Normal 5 Crash Detection (airbag) 6Crash Detection (high voltage circuit is shut off) 7 Invalid ValueOthers Reserved

Remarks

-   -   When the event of crash detection is generated, the signal is        transmitted 50 consecutive times every 100 [ms]. If the crash        detection state changes before the signal transmission is        completed, the high signal of priority is transmitted.

Priority: crash detection>normal

-   -   Transmits for 5 s regardless of ordinary response at crash,        because the vehicle breakdown judgment system shall send a        voltage OFF request for 5 s or less after crash in HV vehicle.

Transmission interval is 100 ms within fuel cutoff motion delayallowance time (1 s) so that data can be transmitted more than 5 times.In this case, an instantaneous power interruption is taken into account.

3.6.3.3. Brake_System_Degradation_Modes

Indicate Brake_System status

Values

TABLE 88 value Description remarks 0 Normal — 1 Failure detected —

Remarks

-   -   When the Failure is detected, Safe stop is moved.

3.6.3.4. Propulsive_System_Degradation_Modes

Indicate Powertrain_System status

Values

TABLE 89 value Description remarks 0 Normal — 1 Failure detected —

Remarks

-   -   When the Failure is detected, Safe stop is moved.

3.6.3.5. Direction_Control_Degradation_Modes

Indicate Direction_Control status

Values

TABLE 90 value Description remarks 0 Normal — 1 Failure detected —

Remarks

-   -   When the Failure is detected, Safe stop is moved.    -   When the Failure is detected, Propulsion Direction Command is        refused.

3.6.3.6. WheelLock_Control_Degradation_Modes

Indicate WheelLock_Control status

Values

TABLE 91 value Description remarks 0 Normal — 1 Failure detected —

Remarks

-   -   Primary indicates EPB status, and Secondary indicates SBW        indicates.    -   When the Failure is detected, Safe stop is moved.

3.6.3.7. Steering_System_Degradation_Modes

Indicate Steering_System status

Values

TABLE 92 value Description remarks 0 Normal — 1 Failure detected — 2Stationary steering Temporary lowering not possible in performance dueto high temperature or the like

Remarks

-   -   When the Failure are detected, Safe stop is moved.

3.6.3.8. Power_System_Degradation_Modes

[T.B.D]

3.6.3.9. Communication_Degradation_Modes

[T.B.D]

3.7. APIs for Security

3.7.1. Functions

T.B.D.

3.7.2. Inputs

TABLE 93 Signal Name Description Redundancy 1st_Left_Door_Lock_CommandCommand to control each door N/A 1st_Right_Door_Lock_Command lock of thevehicle platform N/A 2nd_Left_Door_Lock_Command Lock command supportsonly N/A 2nd_Right_Door_Lock_Command ALL Door Lock. N/A Unlock commandsupports 1st-left Door unlock only, and ALL Door unlock. Trunk DoorLock/unlock command include in ALL Door lock/unlockCentral_Vehicle_Lock_Exterior_Command Command to control the all doorN/A lock of the vehicle platform

3.7.2.1. 1st_Left_Door_Lock_Command, 1st_Right_Door_Lock_Command,2nd_Left_Door_Lock_Command, 2nd_Right_Door_Lock_Command

Command to control each door lock of the vehicle platform

Values

TABLE 94 Value Description Remarks 0 No Request 1 Lock (unsupported) 2Unlock 3 reserved

Remarks

-   -   Lock command supports only ALL Door Lock.    -   Unlock command supports 1st-left Door unlock only, and ALL Door        unlock.

3.7.2.2. Central_Vehicle_Lock_Exterior_Command

Command to control the all door lock of the vehicle platform.

Values

TABLE 95 Value Description Remarks 0 No Request 1 Lock (all) includetrunk lock 2 Unlock (all) include trunk unlock 3 reserved

Remarks

-   -   Lock command supports only ALL Door Lock.    -   Unlock command supports 1st-left Door unlock only, and ALL Door        unlock.

3.7.3. Outputs

TABLE 96 Signal Name Description Redundancy 1st_Left_Door_Lock_StatusStatus of the current 1st-left door N/A lock mode of the vehicleplatform 1st_Right_Door_Lock_Status Status of the current 1st-right doorN/A lock mode of the vehicle platform 2nd_Left_Door_Lock_Status Statusof the current 2nd-left door N/A lock mode of the vehicle platform2nd_Right_Door_Lock_Status Status of the current 2nd-right door N/A lockmode of the vehicle platform Central_Vehicle_Exterior_ Status of thecurrent all door lock N/A Locked_Status mode of the vehicle platformVehicle_Alarm_Status Status of the current vehicle alarm N/A of thevehicle platform

3.7.3.1. 1st_Left_Door_Lock_Status

Status of the current 1st-left door lock mode of the vehicle platform

Values

TABLE 97 value Description Remarks 0 reserved 1 Locked D seat locked 2Unlocked D seat unlocked 3 invalid

Remarks

-   -   cannot detect any failure.

3.7.3.2. 1 st_Right_Door_Lock_Status

Status of the current 1st-right door lock mode of the vehicle platform

Values

TABLE 98 value Description remarks 0 reserved 1 Locked P seat locked 2Unlocked P seat unlocked 3 invalid

Remarks

-   -   cannot detect any failure.

3.7.3.3. 2nd_Left_Door_Lock_Status

Status of the current 2nd-left door lock mode of the vehicle platform

Values

TABLE 99 Value Description remarks 0 Reserved 1 Locked RL seat locked 2Unlocked RL seat unlocked 3 invalid

Remarks

-   -   cannot detect any failure.

3.7.3.4. 2nd_Right_Door_Lock_Status

Status of the current 2nd-right door lock mode of the vehicle platform

Values

TABLE 100 value Description remarks 0 reserved 1 Locked RR seat locked 2Unlocked RR seat unlocked 3 invalid

Remarks

-   -   cannot detect any failure.

3.7.3.5. Central_Vehicle_Exterior_Locked_Status

Status of the current all door lock mode of the vehicle platform

Values

TABLE 101 value Description remarks 0 Reserved (unsupport) 1 All Locked(unsupport) 2 Anything Unlocked (unsupport) 3 invalid (unsupport)

Remarks

-   -   Vehicle platform refers to each door lock status,    -   in case any door unlocked, sends 0.    -   in case all door locked, sends 1.

3.7.3.6. Vehicle_Alarm_Status

Status of the current vehicle alarm of the vehicle platform

Values

TABLE 102 Value Description remarks 0 Disarmed Auto alarm system notactive 1 Armed Auto alarm system active • not on alert 2 Active Autoalarm system active • on alert 3 invalid

Remarks

N/A

3.8. APIs for MaaS Service

3.8.1. Functions

T.B.D.

3.8.2. Inputs

TABLE 103 Signal Name Description Redundancy T.B.D.

3.8.3. Outputs

TABLE 104 Signal Name Description Redundancy T.B.D.

Example 2

Toyota's MaaS Vehicle Platform

Architecture Specification

[Standard Edition #0.1]

History of Revision

TABLE 105 Date of Revision ver. Summary of Revision Reviser Nov. 4, 20190.1 Creating a new material MaaS Business Div.

Index

1. General Concept 4

-   -   1.1. Purpose of this Specification 4    -   1.2. Target Vehicle Type 4    -   1.3. Target Electronic Platform 4    -   1.4. Definition of Term 4    -   1.5. Precaution for Handling 4    -   1.6. Overall Structure of MaaS 4    -   1.7. Adopted Development Process 6    -   1.8. ODD (Operational Design Domain) 6

2. Safety Concept 7

-   -   2.1. Outline 7    -   2.2. Hazard analysis and risk assessment 7    -   2.3. Allocation of safety requirements 8    -   2.4. Redundancy 8

3. Security Concept 10

-   -   3.1. Outline 10    -   3.2. Assumed Risks 10    -   3.3. Countermeasure for the risks 10        -   3.3.1. The countermeasure for a remote attack 11        -   3.3.2. The countermeasure for a modification 11    -   3.4. Addressing Held Data Information 11    -   3.5. Addressing Vulnerability 11    -   3.6. Contract with Operation Entity 11

4. System Architecture 12

-   -   4.1. Outline 12    -   4.2. Physical LAN architecture (in-Vehicle) 12    -   4.3. Power Supply Structure 14

5. Function Allocation 15

-   -   5.1. in a healthy situation 15    -   5.2. in a single failure 16

6. Data Collection 18

-   -   6.1. At event 18    -   6.2. Constantly 18

1. General Concept

1.1. Purpose of this Specification

This document is an architecture specification of Toyota's MaaS VehiclePlatform and contains the outline of system in vehicle level.

1.2. Target Vehicle Type

This specification is applied to the Toyota vehicles with the electronicplatform called 19ePF [ver.1 and ver.2].

The representative vehicle with 19ePF is shown as follows.

e-Palette, Sienna, RAV4, and so on.

1.3. Definition of Term

TABLE 106 Term Definition ADS Autonomous Driving System. ADK AutonomousDriving Kit VP Vehicle Platform. VCIB Vehicle Control Interface Box.This is an ECU for the interface and the signal converter between ADSand Toyota VP’s sub systems.

1.4. Precaution for Handling

This is an early draft of the document.

All the contents are subject to change. Such changes are notified to theusers. Please note that some parts are still T.B.D. will be updated inthe future.

2. Architectural Concept

2.1. Overall Structure of MaaS

The overall structure of MaaS with the target vehicle is shown (FIG. 21).

Vehicle control technology is being used as an interface for technologyproviders.

Technology providers can receive open API such as vehicle state andvehicle control, necessary for development of automated driving systems.

2.2. Outline of System Architecture on the Vehicle

The system architecture on the vehicle as a premise is shown (FIG. 22 ).

The target vehicle of this document will adopt the physical architectureof using CAN for the bus between ADS and VCIB. In order to realize eachAPI in this document, the CAN frames and the bit assignments are shownin the form of “bit assignment chart” as a separate document.

2.3. Outline of Power Supply Architecture on the Vehicle

The power supply architecture as a premise is shown as follows (FIG. 23).

The blue colored parts are provided from an ADS provider. And the orangecolored parts are provided from the VP.

The power structure for ADS is isolate from the power structure for VP.Also, the ADS provider should install a redundant power structureisolated from the VP.

3. Safety Concept

3.1. Overall Safety Concept

The basic safety concept is shown as follows.

The strategy of bringing the vehicle to a safe stop when a failureoccurs is shown as follows (FIG. 24 ).

1. After occurrence of a failure, the entire vehicle executes “detectinga failure” and “correcting an impact of failure” and then achieves thesafety state 1.

2. Obeying the instructions from the ADS, the entire vehicle stops in asafe space at a safe speed (assumed less than 0.2G).

However, depending on a situation, the entire vehicle should happen adeceleration more than the above deceleration if needed.

3. After stopping, in order to prevent slipping down, the entire vehicleachieves the safety state 2 by activating the immobilization system.

TABLE 107 category content Precondition Only one single failure at atime across the entire integrated vehicle. (Multiple failures are notcovered) After the initial single failure, no other failure isanticipated in the duration in which the functionality is maintained.Responsibility In case of a single failure, the for the vehicleintegrated vehicle should maintain platform until the necessaryfunctionality for safety state 2 safety stop. The functionality shouldbe maintained for 15 (fifteen) seconds. Basic [For ADS] ResponsibilityThe ADS should create the driving Sharing plan, and should indicatevehicle control values to the VP. [For Toyota vehicle platform] TheToyota VP should control each system of the VP based on indications fromthe ADS.

See the separated document called “Fault Management” regardingnotifiable single failure and expected behavior for the ADS.

3.2. Redundancy

The redundant functionalities with Toyota's MaaS vehicle are shown.

Toyota's Vehicle Platform has the following redundant functionalities tomeet the safety goals led from the functional safety analysis.

Redundant Braking

Any single failure on the Braking System doesn't cause loss of brakingfunctionality. However, depending on where the failure occurred, thecapability left might not be equivalent to the primary system'scapability. In this case, the braking system is designed to prevent theCapability from becoming 0.3 G or less.

Redundant Steering

Any single failure on the Steering System doesn't cause loss of steeringfunctionality. However, depending on where the failure occurred, thecapability left might not be equivalent to the primary system'scapability. In this case, the steering system is designed to prevent thecapability from becoming 0.3 G or less.

Redundant Immobilization

Toyota's MaaS vehicle has 2 immobilization systems, i.e. P lock and EPB.Therefore, any single failure of immobilization system doesn't causeloss of the immobilization capability. However, in the case of failure,maximum stationary slope angle is less steep than when the systems arehealthy.

Redundant Power

Any single failure on the Power Supply System doesn't cause loss ofpower supply functionality. However, in case of the primary powerfailure, the secondary power supply system keeps supplying power to thelimited systems for a certain time.

Redundant Communication

Any single failure on the Communication System doesn't cause loss of allthe communication functionality. System which needs redundancy hasphysical redundant communication lines. For more detail information, seethe chapter “Physical LAN architecture (in-Vehicle)”.

4. Security Concept

4.1. Outline

Regarding security, Toyota's MaaS vehicle adopts the security documentissued by Toyota as an upper document.

4.2. Assumed Risks

The entire risk includes not only the risks assumed on the base e-PF butalso the risks assumed for the Autono-MaaS vehicle.

The entire risk is shown as follows.

[Remote Attack]

-   -   To vehicle        -   Spoofing the center        -   ECU Software Alternation        -   DoS Attack        -   Sniffering    -   From vehicle        -   Spoofing the other vehicle        -   Software Alternation for a center or an ECU on the other            vehicle        -   DoS Attack to a center or other vehicle        -   Uploading illegal data

[Modification]

-   -   Illegal Reprogramming    -   Setting up an illegal ADK    -   Installation of an unauthenticated product by a customer

4.3. Countermeasure for the Risks

The countermeasure of the above assumed risks is shown as follows.

4.3.1. The Countermeasure for a Remote Attack

The countermeasure for a remote attack is shown as follows.

Since the autonomous driving kit communicates with the center of theoperation entity, end-to-end security should be ensured. Since afunction to provide a travel control instruction is performed,multi-layered protection in the autonomous driving kit is required. Usea secure microcomputer or a security chip in the autonomous driving kitand provide sufficient security measures as the first layer againstaccess from the outside. Use another secure microcomputer and anothersecurity chip to provide security as the second layer. (Multi-layeredprotection in the autonomous driving kit including protection as thefirst layer to prevent direct entry from the outside and protection asthe second layer as the layer below the former)

4.3.2. The Countermeasure for a Modification

The Countermeasure for a Modification is Shown as Follows.

For measures against a counterfeit autonomous driving kit, deviceauthentication and message authentication are carried out. In storing akey, measures against tampering should be provided and a key set ischanged for each pair of a vehicle and an autonomous driving kit.Alternatively, the contract should stipulate that the operation entityexercise sufficient management so as not to allow attachment of anunauthorized kit. For measures against attachment of an unauthorizedproduct by an Autono-MaaS vehicle user, the contract should stipulatethat the operation entity exercise management not to allow attachment ofan unauthorized kit.

In application to actual vehicles, conduct credible threat analysistogether, and measures for addressing most recent vulnerability of theautonomous driving kit at the time of LO should be completed.

5. Function Allocation

5.1. In a Healthy Situation

The allocation of representative functionalities is shown as below (FIG.25 ).

[Function Allocation]

TABLE 108 Function category Function name Related to # remarks PlanningPlan for driving path  0 Calculating control  0 e.g. longitudinal Gindications Overall API Pub/Sub  1 One system with redundancy SecurityAutonomy Driving Kit  1 One system with Authentication redundancyMessage  1 One system with Authentication redundancy Door lockingcontrol  8 Longitudinal/Lateral Motion control 2 (Primary), 3(Secondary) Propulsion control  4 Braking control 2, 3 Two unitscontrolled according to deceleration requirement Steering control  5 Onesystem with redundancy Immobilization control 2 (EPB), 6 (P Lock) Shiftcontrol  6 Power supply Secondary battery  7 control Vehicle powercontrol 10 For more information, see the API specification.Access/Comfort Body control  8 Turn signal, Headlight, Window, etc. HVACcontrol  9 Data Data logging (at event)  1 Data logging  1 (constantly)

5.2. In a Single Failure

See the separated document called “Fault Management” regardingnotifiable single failure and expected behavior for the ADS.

Though embodiments of the present disclosure have been described above,it should be understood that the embodiments disclosed herein areillustrative and non-restrictive in every respect. The scope of thepresent invention is defined by the terms of the claims and is intendedto include any modifications within the scope and meaning equivalent tothe terms of the claims.

What is claimed is:
 1. A vehicle on which an autonomous driving systemis mountable, the vehicle comprising: a vehicle platform that controlsthe vehicle in accordance with an instruction from the autonomousdriving system; and a vehicle control interface box that interfacesbetween the vehicle platform and the autonomous driving system, thevehicle platform including a headlight system, a hazard light system, afront wiper system, and a rear wiper system, wherein the vehicleplatform sets an operation mode of each of the headlight system, thehazard light system, the front wiper system, and the rear wiper systemin accordance with an operation mode request for each of the headlightsystem, the hazard light system, the front wiper system, and the rearwiper system received from the autonomous driving system and/or anoperation by a user onto an operation apparatus provided for each of theheadlight system, the hazard light system, the front wiper system, andthe rear wiper system, and the vehicle platform sets the operation modewith the operation by the user being prioritized over the operation moderequest.